Ship electric propulsion control system

Abstract

The present invention provides an electric propulsion control system capable of improving acceleration, deceleration and control performance and interworking with an autonomous navigation system, and a ship electric propulsion control system according to one embodiment of the present invention may comprise: an acceleration and deceleration control unit for receiving an input speed command and controlling the acceleration and deceleration; controlling acceleration based on an output change rate of an engine of the ship, and controlling deceleration by limiting a torque command value in accordance with the speed command to a safe operation region; and a regenerated energy control unit that estimates the amount of generated regenerated energy on the basis of the propeller speed of the ship and the torque command generated by the acceleration and deceleration control unit, and that controls the torque limit of the acceleration and deceleration control unit so that the estimated amount of generated regenerated energy is equal to or less than the current load amount.

Description

Technical Field

[0001] The present disclosure relates to a ship electric propulsion control system. Background Art

[0002] In recent years, electric propulsion systems have been increasingly adopted in ships for reasons such as environmental protection.

[0003] In a speed control device for controlling a conventional ship propulsion system, when controlling acceleration, since control is performed based on the speed change rate, there is a margin relative to the output change rate performance of the engine from the output perspective of the engine, resulting in a problem of not being able to optimally utilize the performance of the engine, and when controlling deceleration, free-wheeling is used for safe area operation, however, deceleration is not performed during free-wheeling, resulting in a problem of increased braking distance.

[0004] In addition, ships are composed of a variety of navigation modes. According to each navigation mode, the output increment, maximum propeller speed, etc. are also different. Therefore, when the output needs to be adjusted, it is necessary to confirm whether the adjusted output can be performed under the current navigation conditions. In the autonomous navigation mode, when it is fixed to a specific operating condition, there is a problem that the expected propulsion performance may not be achieved in time. When running at low load, when regenerative energy exceeding the load is generated, the surplus regenerative energy needs to be consumed by devices such as a brake resistor. Therefore, the installation of a brake resistor is essential. However, the above-mentioned brake resistor is relatively expensive. When multiple brake resistors are required, there is a problem of increased manufacturing cost.

[0005] (Patent Document 1): Korean Patent Publication No. 10-2019-0081151 Summary of the invention

[0006] Technical issues

[0007] According to one embodiment of the present invention, there is provided an electric propulsion control system that improves acceleration and deceleration and controls deceleration performance and can be linked with an autonomous navigation system.

[0008] Technical Solutions

[0009] In order to solve the technical problem of the present invention mentioned above, a ship electric propulsion control system according to an embodiment of the present invention may include: an acceleration and deceleration control unit, which receives an input speed command, controls acceleration based on the output change rate of the ship's engine, and limits the safe operating area according to the torque command value of the speed command to control deceleration; and a regenerative energy control unit, which estimates the amount of regenerative energy generated based on the propeller speed of the ship and the torque command generated by the acceleration and deceleration control unit, and controls the torque limit of the acceleration and deceleration control unit so that the estimated amount of regenerative energy generated is below the current load.

[0010] Beneficial Effects

[0011] According to one embodiment of the present invention, the acceleration and deceleration performances are improved and the installation of the dynamic braking resistor is minimized. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a schematic structural diagram of a ship electric propulsion control system according to an embodiment of the present invention.

[0013] Figure 2 The present invention is a schematic diagram of the acceleration and deceleration control unit of the ship electric propulsion control system according to one embodiment of the present invention.

[0014] Figure 3 The figure shows the technical effect of the acceleration and deceleration control unit of the ship electric propulsion control system according to one embodiment of the present invention.

[0015] Figure 4 The present invention is a schematic structural diagram of a navigation control unit and a navigation mode conversion unit of a ship electric propulsion control system according to an embodiment of the present invention.

[0016] Figure 5 The present invention is a schematic diagram of a regenerative energy control unit of a ship electric propulsion control system according to an embodiment of the present invention.

[0017] Figure 6 The figure shows the technical effect of the regenerative energy control unit of the ship electric propulsion control system according to one embodiment of the present invention.

[0018] Figure 7 is a diagram illustrating an exemplary computing environment in which a marine electric propulsion control system may be implemented according to one embodiment of the present invention. DETAILED DESCRIPTION

[0019] Hereinafter, for easy implementation by those skilled in the art, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0020] Figure 1It is a schematic structural diagram of a ship electric propulsion control system according to an embodiment of the present invention.

[0021] Reference Figure 1 According to an embodiment of the present invention, a ship electric propulsion control system 100 may include an acceleration and deceleration control unit 110 and a regeneration energy control unit 140 , and may further include a sailing control unit 120 and a sailing mode conversion unit 130 .

[0022] The acceleration and deceleration control unit 110 receives an input speed command, controls acceleration based on the output change rate of the ship engine, and controls deceleration by limiting a torque command value according to the received input speed command to a preset safe operation area.

[0023] The regenerative energy control unit 140 estimates the amount of regenerative energy generated based on the propeller speed of the ship and the torque command generated by the acceleration and deceleration control unit 110, and can control the torque limit of the acceleration and deceleration control unit 110 to make the estimated amount of regenerative energy generated less than the current load.

[0024] When receiving the transmitted speed command, the navigation control unit 120 calculates the output change rate per unit time until the target output is reached based on the current output, and further determines the best navigation mode among the preset multiple navigation modes based on the calculated output change rate;

[0025] The sailing mode conversion unit 130 converts the sailing mode into a corresponding sailing mode among the plurality of sailing modes according to the sailing mode determined by the sailing control unit 120 and transmits the converted sailing mode to the acceleration and deceleration control unit.

[0026] Figure 2 The present invention is a schematic diagram of the acceleration and deceleration control unit of the ship electric propulsion control system according to one embodiment of the present invention.

[0027] and Figure 1 Reference together Figure 2 The acceleration and deceleration control unit 110 of the ship electric propulsion control system 100 according to an embodiment of the present invention may include a speed controller 111, an output change rate limiter 112, and a safe operation area setter 113.

[0028] The speed controller 111 may receive the input speed command. The speed command may be a propeller speed command (RPM) of the ship. The speed controller 111 may generate a torque command for driving the propeller to control the torque of the propulsion drive device according to the current propeller speed and the propeller speed command (RPM) of the ship.

[0029] The output change rate limiter 112 can reflect the torque command from the speed controller 111 as the generator output of the ship, the current sailing mode and the engine output characteristic (Ramp characteristic) to output a modified torque command that limits the output change rate so that the output does not exceed the performance of the engine.

[0030] The safe operation area setter can set the safe operation area in consideration of the ship's construction specifications, current navigation mode, and operating conditions, and determine whether the modified torque command from the output change rate limiter 112 exists within the safe operation area. If the torque command is out of the safe operation area, the torque command is limited to a value within the safe operation area, and then the torque command is transmitted to the propulsion drive device. At this time, the safe operation area can change according to the navigation conditions of the ship, and the safe operation area can be adjusted by the regenerative energy control unit so that the regenerative energy does not exceed the target value.

[0031] Figure 3 The figure shows the technical effect of the acceleration and deceleration control unit of the ship electric propulsion control system according to one embodiment of the present invention.

[0032] and Figure 2 Refer to Figure 3 First, control is performed based on the speed command to control the engine output change rate (kW / s) during acceleration, so that the engine output performance can be maximized, as shown in Figure 3 In the upper part, the engine output is increased and the acceleration performance can be improved compared with the control based on the speed change rate.

[0033] Next, when controlling deceleration, the torque is controlled through the torque limitation function so that the vehicle can operate within the safety zone even without free-wheeling. Due to the absence of the free-wheeling zone, the deceleration performance can be improved.

[0034] Figure 4 The present invention is a schematic structural diagram of a navigation control unit and a navigation mode conversion unit of a ship electric propulsion control system according to an embodiment of the present invention.

[0035] and Figure 1 Refer to Figure 4 First, the navigation control unit 120 may include an output change rate calculation unit 121 and an optimal navigation mode inspection unit 122 .

[0036] When the output change rate calculation unit 121 receives the input speed command, it can calculate the output change rate per unit time required to reach the target output amount based on the current output amount.

[0037] The optimal navigation mode checking unit 122 can check whether the output change rate per unit time calculated by the output change rate calculating unit 121 is an output change rate executable in each mode by comparing and checking, and can determine the optimal navigation mode by comparing the output change rates. In addition, the optimal navigation mode checking unit 122 checks the current navigation conditions so that the optimal navigation mode suitable for the corresponding conditions can be determined when the navigation mode needs to be switched.

[0038] The sailing mode switching unit 130 may automatically switch the sailing mode according to the determination of the optimal sailing mode checking unit 122 .

[0039] The navigation mode conversion unit 130 may include an engine output characteristic navigation mode unit 131, an engine fuel navigation mode unit 132 and a ship position navigation mode unit 133, wherein the engine output characteristic navigation mode unit 131 has a standard mode (Normal mode) 131a and a fast mode (Fast mode) 131b preset according to the output characteristics of the engine, the engine fuel navigation mode unit 132 has a fuel mode (Fuel mode) 132a and a gas mode (Gas mode) 132b preset according to the fuel of the engine, and the ship position navigation mode unit 133 has a standard navigation mode (Normal seagoing mode) 133a and a port mode (Port mode) 133b preset according to the ship position.

[0040] The navigation mode conversion unit 130 can convert the navigation mode determined by the optimal navigation mode inspection unit 122 into a suitable navigation mode among the engine output characteristic navigation mode unit 131, the engine fuel navigation mode unit 132, and the ship position navigation mode unit 133, and transmit the same to the safe operation area setter 113. The safe operation area setter 113 sets a safe operation area suitable for each navigation mode, so as to determine whether the modified torque command from the output change rate limiter 112 exists within the safe operation area. If the torque command is outside the safe operation area, the torque command is limited to a value within the safe operation area, and then the torque command is transmitted to the propulsion drive device.

[0041] Figure 5 The present invention is a schematic diagram of a regenerative energy control unit of a ship electric propulsion control system according to an embodiment of the present invention.

[0042] Reference Figure 5 The regenerative energy control unit 140 of the ship electric propulsion control system 100 according to an embodiment of the present invention may include a regenerative energy generation amount estimation unit 141 , a comparison unit 142 , and a torque control unit 143 .

[0043] The regenerative energy generation amount estimation unit 141 may estimate the generation amount of the regenerative energy based on the current propeller speed and the torque command calculated by the speed controller 111 .

[0044] The comparison unit 142 may compare the amount of regenerative energy generated estimated by the regenerative energy generation amount estimation unit 141 with the current overall load amount.

[0045] The torque control unit 143 may control the torque limit of the safe operation region setter 113 so that the estimated amount of regenerative energy generated is controlled below the current load amount.

[0046] Figure 6 The figure shows the technical effect of the regenerative energy control unit of the ship electric propulsion control system according to one embodiment of the present invention.

[0047] and Figure 5 Refer to Figure 6 , real-time monitoring of the current load to control the amount of regenerative energy generated during emergency braking to be no greater than the current load, thereby minimizing the energy that needs to be processed, and further minimizing the installed capacity of the regenerative energy processing device (i.e., the braking resistor).

[0048] Figure 7 is a diagram illustrating an exemplary computing environment in which a marine electric propulsion control system may be implemented according to one embodiment of the present invention.

[0049] Reference Figure 7 , shows an example of a system 1000 including a computing device 1100 for implementing one or more of the above embodiments. For example, the computing device 1100 may include a personal computer, a server computer, a handheld or notebook device, a mobile device (such as a mobile phone, a PDA, a media player, etc.), a multi-processor system, a consumer electronic device, a minicomputer, a mainframe computer, or a distributed computing environment including any of the above systems or devices, but is not limited thereto.

[0050] The computing device 1100 may include at least one processing unit 1110 and a memory 1120. The processing unit 1110 may include, for example, a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), etc., and may have multiple cores. The memory 1120 may be a volatile memory (such as RAM, etc.), a non-volatile memory (such as ROM, flash memory, etc.), or a combination thereof.

[0051] In addition, the computing device 1100 may include an additional memory 1130. The memory 1130 may include, for example, a magnetic memory, an optical memory, etc., but is not limited thereto. The memory 1130 may store computer-readable instructions for implementing one or more embodiments described in this specification, and may also store other computer-readable instructions for implementing the operation of an operating system, an application program, etc. The computer-readable instructions stored in the memory 1130 may be loaded into the memory 1120 for execution by the processing unit 1110.

[0052] In addition, the computing device 1100 may include an input device 1140 and an output device 1150. The input device 1140 may include, for example, a keyboard, a mouse, a stylus, a voice input device, a touch input device, an infrared camera, a video input device, or any other input device. In addition, the output device 1150 may include, for example, one or more displays, speakers, printers, or any other output devices. In addition, the computing device 1100 may also use input devices or output devices on other computing devices as the input device 1140 or the output device 1150.

[0053] In addition, computing device 1100 may include communication connection 1160 for communicating with other devices (e.g., computing device 1300) via network 1200. Communication connection 1160 may include a modem, a network interface card (NIC), an integrated network interface, a wireless radio frequency transmitter / receiver, an infrared port, a USB connection, or other interfaces for connecting computing device 1100 to other computing devices. In addition, communication connection 1160 may include a wired connection or a wireless connection.

[0054] The components of the computing device 1100 may be connected via a variety of interconnections such as a bus (eg, Peripheral Component Interconnect (PCI), USB, FireWire (IEEE 1394), optical bus structure, etc.), or may be connected via a network.

[0055] The terms "acceleration and deceleration control unit", "speed controller", "output change rate limiter", "safe operation area setter", "navigation control unit", "output change rate calculator", "optimal navigation mode inspection unit", "navigation mode conversion unit", "navigation mode unit based on output characteristics", "navigation mode unit based on engine fuel", "navigation mode unit based on ship position", "regeneration energy control unit", "regeneration energy generation estimation unit", "comparison unit", "torque control unit", etc. used in this specification are generally used to refer to hardware, a combination of hardware and software, software, or a computer-related entity of running software. For example, a component can be a program (process) running on a processor, a processor (processor), an object, an executable file (executable), an execution thread, a program and / or a computer, but is not limited to this. For example, an application running on a controller and a controller can be regarded as a component. One or more components can exist in a program and / or an execution thread, and the component can be localized on a single computer or distributed between two or more computers.

[0056] In summary, according to the present invention, the acceleration and deceleration performance of the ship is improved, and the installation of the generator braking resistor can be minimized.

[0057] The present invention described above is not limited to the above embodiments and drawings, but is defined by the following claims. Those skilled in the art can easily understand that various modifications and changes can be made to its structure without departing from the technical idea of ​​the present invention.

Claims

1. A ship electric propulsion control system, comprising: an acceleration and deceleration control unit that receives an input speed command, controls acceleration based on an output change rate of an engine of the ship, and controls deceleration by limiting a safe operating area according to a torque command value of the speed command; as well as The regenerative energy control unit estimates the amount of regenerative energy generated based on the propeller speed of the ship and the torque command generated by the acceleration and deceleration control unit, and controls the torque limit of the acceleration and deceleration control unit so that the estimated amount of regenerative energy generated is less than the current load.

2. The ship electric propulsion control system according to claim 1, further comprising: a navigation control unit that, upon receiving the transmitted speed command, calculates a rate of change of output per unit time until a target output is reached based on a current output, and further determines an optimal navigation mode among a plurality of preset navigation modes based on the calculated rate of change of output; as well as The sailing mode conversion unit converts the sailing mode into a corresponding sailing mode among the plurality of sailing modes according to the sailing mode determined by the sailing control unit, and transmits the converted sailing mode to the acceleration and deceleration control unit.

3. The ship electric propulsion control system according to claim 1, wherein: The acceleration and deceleration control unit includes: a speed controller, comparing a current propeller speed of the vessel with a target propeller speed to output a torque command value; an output change rate limiter that modifies the torque command value from the speed controller according to the engine output characteristics of the vessel and the generator output of the vessel and the current sailing mode; and The safe operation region setter limits the modified torque command value from the output change rate limiter to the safe operation region.

4. The ship electric propulsion control system according to claim 2, wherein: The navigation control unit includes: an output change rate calculation unit that, upon receiving the transmitted speed command, calculates a unit time output change rate until the target output amount is reached based on the current output amount; and The optimal navigation mode checking unit compares the output change rate calculated by the output change rate calculating unit with the output change rates executable by each of the multiple navigation modes to confirm whether it is the output change rate executable in the current navigation mode, and determines the optimal navigation mode among the multiple navigation modes by comparing the output change rates.

5. The ship electric propulsion control system according to claim 4, wherein: The navigation mode conversion unit comprises: Output characteristic navigation mode section, with preset standard mode and fast mode; An engine fuel navigation mode section having a preset oil mode and a gas mode; and The ship position navigation mode section has preset standard navigation mode and port mode; The navigation mode determined by the navigation control unit is converted into a suitable navigation mode among the output characteristic navigation mode unit, the engine fuel navigation mode unit and the ship position navigation mode unit and then transmitted to the safe operation area setter.

6. The ship electric propulsion control system according to claim 1, wherein: The regenerative energy control unit comprises: a regenerative energy generation amount estimation unit that estimates the generation amount of regenerative energy based on a current propeller speed and a torque command calculated by the speed controller; a comparing unit that compares the regenerative energy generation amount estimated by the regenerative energy generation amount estimating unit with the current load amount; and The torque control unit controls the torque of the safe operation region setter so that the estimated amount of regenerative energy generated is controlled to be less than the current load amount.

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