Power distribution system for ship and ship

Abstract

To provide a power distribution system for a ship and a ship capable of efficiently charging the power source in the ship with a motor.SOLUTION: A power distribution system 7 for a ship is used for a ship which has a motor 32 as a power source used for a ship propulsion, and comprises a main power source 71, an auxiliary power source 72, a power receiving part 73, and a changeover part 74. The main power source 71 is mounted on a hull and supplies electric power to the motor 32. The auxiliary power source 72 is mounted on the hull and is configured in chargeable manner. The power receiving part 73 receives electric power from an external power source Ps1 outside the hull. The changeover part 74 switches a power supply source to the auxiliary power source 72 between the main power source 71 and the power receiving part 73.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present disclosure relates to a ship power distribution system and a ship used for a ship having a motor.

Background Art

[0002] As related art, a ship equipped with a hybrid system having an engine and a motor (electrical equipment) and having a plurality of propulsion modes (driving forms) including sailing by the engine, sailing by the engine and the motor, and sailing by the motor is known (see, for example, Patent Document 1). The ship according to the related art further includes a power transmission unit interposed between a plurality of power sources including an engine and a motor and a propeller, and enables the propeller to be driven by both the engine and the motor. Here, the hybrid system is configured to be able to switch the propulsion mode by switching a clutch included in the power transmission unit.

[0003] In the ship according to the related art, by operating an operation lever and adjusting its operation position, the forward movement, neutral, and reverse movement of the hull are switched, and the driving force (rotation speed) of the engine or the driving force (rotation speed) of the motor is adjusted.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In a ship equipped with an engine and a motor as power sources as in the related art described above, charging of an auxiliary power supply unit (starter battery) used for driving a starter of the engine or the like may be performed by a generator (alternator) driven by the power generated by the engine. In this case, when the ratio of running by the motor increases, charging of the auxiliary power supply unit is not performed because the engine stops, so the remaining capacity (SOC: State Of Charge) of the auxiliary power supply unit decreases, and there is a possibility that driving of an electrical load such as a starter by the auxiliary power supply unit may be hindered.

[0006] An object of the present disclosure is to provide a ship power distribution system and a ship capable of efficiently charging a power supply unit in a ship having a motor.

Means for Solving the Problems

[0007] A ship power distribution system according to an aspect of the present disclosure is used in a ship having a motor as a power source for propelling a hull, and includes a main power supply unit, an auxiliary power supply unit, a power receiving unit, and a switching unit. The main power supply unit is mounted on the hull and supplies power to the motor. The auxiliary power supply unit is mounted on the hull and is configured to be chargeable. The power receiving unit receives power supply from an external power source existing outside the hull. The switching unit switches the power supply source to the auxiliary power supply unit between the main power supply unit and the power receiving unit.

[0008] A ship power distribution system according to an aspect of the present disclosure is used in a ship having a motor as a power source for propelling a hull, and includes a main power supply unit and a drive circuit. The main power supply unit is mounted on the hull and supplies power to the motor. The drive circuit charges the main power supply unit with the regenerative current of the motor. The drive circuit controls the charging current of the main power supply unit based on the voltage increase value of the main power supply unit estimated from the deviation between the target value and the measured value of the charging current of the main power supply unit.

[0009] A ship according to an aspect of the present disclosure includes the ship power distribution system and the hull.

Effects of the Invention

[0010] According to the present invention, a ship power distribution system and a ship capable of efficiently charging a power supply unit in a ship having a motor can be provided.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Embodiments for Carrying Out the Invention

[0012] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. The following embodiments are an example of embodying the present disclosure and are not intended to limit the technical scope of the present disclosure.

[0013] (Embodiment 1) [1] Overall Configuration First, the overall configuration of the ship 10 according to the present embodiment will be described with reference to FIGS. 1 and 2.

[0014] The ship 10 is a moving body that sails (navigates) on water such as the sea, a lake, or a river. In this embodiment, as an example, the ship 10 is a "pleasure boat", which is a small ship mainly used for sports or recreation in the sea. Further, in this embodiment, the ship 10 is configured to operate according to the operation (including remote operation) of a person (operator), and in particular, it is assumed to be a manned type that allows a person as an operator to board.

[0015] As shown in FIG. 1, the ship 10 includes a hull 1, a ship power distribution system 7, and a ship control system 2. The hull 1 includes a drive unit 3 that generates power, an output unit 4 that outputs a propulsion force for propelling the hull 1, and an operation device 5 that receives the operation of a person (operator). In addition to this, the hull 1 further includes various in-ship facilities including a steering mechanism, a display device, a communication device, and lighting facilities.

[0016] As shown in FIG. 2, the drive unit 3 has an engine 31 as a first power source, a motor 32 as a second power source, and a power transmission unit 33. The output unit 4 includes a propeller in this embodiment, and receives the power generated by the drive unit 3, and outputs a propulsion force for moving the hull 1 forward or backward by rotating the propeller around a rotating shaft (propeller shaft).

[0017] A plurality of power sources including a first power source (engine 31) and a second power source (motor 32) generate power (mechanical energy) used to propel the hull 1, respectively. These plurality of power sources have different output characteristics from each other, and at least the maximum outputs (highest rotational speed and maximum torque) are different. In the present embodiment, the plurality of power sources are different types of power sources with completely different systems and types, etc. In short, the ship 10 according to the present embodiment is provided with a hybrid drive unit 3 having a plurality of types of power sources.

[0018] In the present embodiment, as an example, the first power source is an engine (internal combustion engine) 31 that generates power by burning fuel, and the second power source is a motor (electric motor) 32 that generates power by receiving supply of electric power (electrical energy). More specifically, the engine 31 is a diesel engine driven by light oil as fuel, and the motor 32 is an alternating current motor driven by alternating current power.

[0019] The engine 31 and the motor 32 are individually driven to generate power respectively. Therefore, the plurality of power sources can be switched, for example, to a state where only the engine 31 among the engine 31 and the motor 32 is driven, a state where only the motor 32 is driven, and a state where both the engine 31 and the motor 32 are driven. Here, the power generated by the engine 31 and the power generated by the motor 32 are combined in the power transmission unit 33, and the combined power is supplied to the output unit 4. Therefore, for example, by combining the power of the motor 32 with the power of the engine 31 which is an engine, the motor 32 can assist the engine 31 to drive the output unit 4 with a larger power.

[0020] The power transmission unit 33 is provided between the plurality of power sources (engine 31 and motor 32) and the output unit 4. The power transmission unit 33 has a function of receiving the power generated by the plurality of power sources and transmitting this power to the output unit 4. Here, the power transmission unit 33 combines the power from the plurality of power sources (engine 31 and motor 32) and outputs the combined power to the output unit 4.

[0021] Furthermore, the power transmission unit 33 has a function of switching whether to transmit power from each of a plurality of power sources (engine 31 and motor 32) to the output unit 4, that is, switching between a "transmission state" and a "cut-off state". The "transmission state" as used in the present disclosure is a state in which each power source (engine 31 or motor 32) is mechanically connected to the output unit 4 and power is transmitted from each power source to the output unit 4. When the power transmission unit 33 is in the transmission state and each power source (engine 31 or motor 32) is driven, the output unit 4 is driven by the power generated by each power source. The "cut-off state" as used in the present disclosure is a state in which each power source (engine 31 or motor 32) is mechanically disconnected from the output unit 4 and power is not transmitted from each power source to the output unit 4. Even when each power source (engine 31 or motor 32) is driven while the power transmission unit 33 is in the cut-off state, the power generated by each power source is not transmitted to the output unit 4, so the output unit 4 is not driven.

[0022] The drive unit 3 will be described in detail in the section "[2] Configuration of the drive unit".

[0023] The ship control system 2 mainly includes a computer system having one or more processors such as a CPU (Central Processing Unit) and one or more memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and executes various processes (information processing). A program (ship control program) for causing one or more processors to execute a control method for the ship 10 is recorded in one or more memories in the ship control system 2. In the present embodiment, as an example, the ship control system 2 is a computer system mounted on the hull 1.

[0024] The ship control system 2 controls at least the drive unit 3. That is, the ship control system 2 controls, for example, the driving status of each of the engine 31 and the motor 32 and the state of the power transmission unit 33 (such as the transmission state / cut-off state).

[0025] In this embodiment, the ship control system 2 is electrically connected to the operation device 5 and controls the drive unit 3 and the like according to an operation signal from the operation device 5. For example, the ship control system 2 can control the drive unit 3 according to an operation signal from the operation device 5 to rotate the propeller of the output unit 4, thereby moving the hull 1 forward or backward. Further, the ship control system 2 can adjust the rotational speed of the propeller of the output unit 4 and the moving speed (ship speed) of the hull 1 by controlling the output (rotational speed or torque) of the engine 31 or the motor 32.

[0026] In addition, the ship control system 2 can switch between a plurality of propulsion modes. The "propulsion mode" referred to in the present disclosure is a mode in which different power sources (engine 31 and motor 32) are used for propelling the hull 1 among a plurality of power sources. That is, the ship control system 2 can switch between a plurality of propulsion modes by switching which of the plurality of power sources is used for propelling the hull 1.

[0027] In this embodiment, as an example, the plurality of propulsion modes include three propulsion modes: a hybrid propulsion mode, a motor propulsion mode, and an engine propulsion mode. The hybrid propulsion mode is a propulsion mode in which both the engine 31 (first power source) and the motor 32 (second power source) are used for propelling the hull 1. The motor propulsion mode is a propulsion mode in which only the motor 32 among the engine 31 and the motor 32 is used for propelling the hull 1. The engine propulsion mode is a propulsion mode in which only the engine 31 among the engine 31 and the motor 32 is used for propelling the hull 1.

[0028] As shown in FIG. 2, the ship control system 2 includes a mode switching processing unit 21, an engine control unit 22, and a motor control unit 23. The ship control system 2 is configured to be communicable with devices provided in each part of the hull 1. That is, at least the operation device 5, the engine 31, and a drive circuit 351 (see FIG. 3) that drives the motor 32 are communicably connected to the ship control system 2. Thereby, the ship control system 2 can control the drive unit 3 according to, for example, an operation signal from the operation device 5. Here, the ship control system 2 may directly exchange various information (electrical signals) with each device, or may indirectly exchange them via a repeater or the like.

[0029] The mode switching processing unit 21 executes a process of switching the propulsion mode of the ship 10. In the present embodiment, the mode switching processing unit 21 selects one of a hybrid propulsion mode, a motor propulsion mode, or an engine propulsion mode according to an operation of a person (operator) on the operation device 5. As an example, the operation device 5 has a mode selection switch. When one of the hybrid propulsion mode, the motor propulsion mode, or the engine propulsion mode is selected by the mode selection switch, the propulsion mode is switched to the selected one.

[0030] The engine control unit 22 controls the engine 31 as the first power source. Specifically, the engine control unit 22 controls fuel injection for driving the engine 31, opening and closing of an exhaust valve, and the like. Thereby, the engine control unit 22 can control the engine 31 so as to adjust the output (mainly the rotational speed) of the engine 31 to an arbitrary value.

[0031] The motor control unit 23 controls the motor 32 as the second power source. Specifically, the motor control unit 23 controls a drive circuit 351 (see FIG. 3) or the like for driving the motor 32. Thereby, the motor control unit 23 can control the motor 32 so as to adjust the output (mainly the rotational speed and torque) of the motor 32 to an arbitrary value. In particular, in the present embodiment, the motor control unit 23 can perform two types of control as the control of the motor 32: rotational speed control (rotational speed control) and torque control. In rotational speed control, the motor control unit 23 sets the target rotational speed of the motor 32 and controls the rotational speed of the motor 32 so as to approach the target rotational speed. In torque control, the motor control unit 23 sets the target torque of the motor 32 and controls the torque of the motor 32 so as to approach the target torque.

[0032] The ship control system 2 also controls the ship power distribution system 7. In the present embodiment, the ship control system 2 is an integrated controller that controls the entire hull 1 and is composed of, for example, an electronic control unit (ECU: Electronic Control Unit). However, the ship control system 2 may be provided separately from the integrated controller.

[0033] The operating device 5 is a user interface that receives the operation of a person (operator). As an example, it is arranged in the cockpit where the operator of the hull 1 boards. The operating device 5 receives various operations by the operator, for example, and outputs an electrical signal (operation signal) corresponding to the operation to the ship control system 2. In the present embodiment, as an example, the operating device 5 includes an operation unit 51 (see FIG. 2) composed of a rotatable operation lever. The operating device 5 includes a detection unit such as an encoder that detects the position (rotation angle) of the operation unit 51, detects the operation amount of the operation unit 51 from the position of the operation unit 51, and outputs an operation signal representing the operation amount. Further, the operating device 5 may further include a plurality of mechanical switches, a touch panel, an operation dial, and the like.

[0034] The shipboard power distribution system 7 is a system for supplying power to a motor 32, an on-board load L1 (see FIG. 6) including various on-board facilities, etc., and a starter 36 (see FIG. 6) for starting an engine 31. The "power" referred to in the present disclosure includes both AC power and DC power. As shown in FIG. 2, the shipboard power distribution system 7 includes a main power supply unit 71 and an auxiliary power supply unit 72. The main power supply unit 71 supplies driving power to at least the motor 32 as a power source. On the other hand, the auxiliary power supply unit 72 supplies power to at least the starter 36 and the like.

[0035] The main power supply unit 71 consists of a large-capacity secondary battery (storage battery) such as a lithium-ion battery as an example. The auxiliary power supply unit 72 consists of a secondary battery (storage battery) such as a lead-acid battery as an example. Thus, the shipboard power distribution system 7 includes two types of rechargeable power supply units (batteries). The main power supply unit 71 as the main battery is a power supply unit with a large capacity and a large output compared to the auxiliary power supply unit 72 as the auxiliary machine battery. The shipboard power distribution system 7 will be described in detail in the section "[3] Configuration of Shipboard Power Distribution System".

[0036] A display device and a communication device are also arranged in the control room. The display device is a user interface for outputting various information to a person (operator). The display device is electrically connected to, for example, the ship control system 2 and displays various screens according to a display control signal from the ship control system 2. The communication device is configured to be able to communicate with another system (including a server, etc.) outside the hull 1 and can exchange data with the other system.

[0037] [2] Configuration of the drive unit Next, the configuration of the drive unit 3 will be described in more detail with reference to FIGS. 3 to 5.

[0038] As described above, the drive unit 3 includes a plurality of power sources (engine 31 and motor 32) and a power transmission unit 33. Further, as shown in FIG. 3, the drive unit 3 further includes an actuator 34, a drive circuit 351, etc. In FIG. 3 and the like, the electrical connection relationship such as between the drive circuit 351 and the main power supply unit 71 is indicated by a broken line.

[0039] In this embodiment, the engine 31 is a diesel engine, has a combustion chamber partitioned by a cylinder or the like, and the fuel (light oil) burns in the combustion chamber to cause the piston to reciprocate. The engine 31 is provided with a crankshaft that rotates in response to the reciprocating motion of the piston as an output shaft, and the crankshaft is connected to the power transmission unit 33. Thereby, power from the engine 31 is input to the power transmission unit 33 through the crankshaft.

[0040] In this embodiment, the motor 32 is an AC motor and is driven by AC power (AC voltage) supplied from a drive circuit 351 composed of an inverter circuit. The drive circuit 351 is electrically connected to the main power supply unit 71, and drives the motor 32 by converting the DC voltage output from the main power supply unit 71 into an AC voltage and supplying it to the motor 32. The output shaft of the motor 32 is connected to the power transmission unit 33, and power from the motor 32 is input to the power transmission unit 33 through the output shaft.

[0041] Furthermore, in the present embodiment, the drive circuit 351 is a bidirectional inverter circuit, which not only converts a DC voltage into an AC voltage but also has a function of converting an AC voltage into a DC voltage. Therefore, the drive circuit 351 not only converts the DC voltage output from the main power supply unit 71 into an AC voltage and outputs it to the motor 32, but also can convert the AC voltage output from the motor 32 into a DC voltage and output it to the main power supply unit 71. That is, in the drive unit 3 according to the present embodiment, by using the motor 32 as a generator, it is possible to charge the main power supply unit 71 with the drive circuit 351 using the electrical energy (AC power) generated when the motor 32 rotates by an external force. In this way, the drive circuit 351 also functions as a charging circuit that charges the main power supply unit 71 with the regenerative current of the motor 32. Therefore, the drive circuit 351 is included in the components of the marine power distribution system 7.

[0042] In the present embodiment, as shown in FIG. 3, the power transmission unit 33 includes a first clutch 331, a second clutch 332, a first gear 333, a second gear 334, a third gear 335, and a fourth gear 336. In FIG. 3 and the like, the configuration of the power transmission unit 33 is shown in a simplified manner, but the first gear 333, the second gear 334, the third gear 335, the fourth gear 336, etc. are included in a speed reduction device as a marine gear.

[0043] The first clutch 331 is inserted between the output shaft (crankshaft) of the engine 31 and the output unit 4. That is, the first clutch 331 is located in the middle of the power transmission path from the engine 31 to the output unit 4. The first clutch 331 has an input-side rotating body 331A and an output-side rotating body 331B, and is configured to be able to switch between a state where the input-side rotating body 331A and the output-side rotating body 331B are connected (transmission state) and a state where they are separated (cut-off state).

[0044] The input-side rotating body 331A is connected to the output shaft (crankshaft) of the engine 31, and the output-side rotating body 331B is connected to the output unit 4. Thus, the input-side rotating body 331A rotates upon receiving the power generated by the engine 31. If the first clutch 331 is in the engaged state, the power of the engine 31 is transmitted to the output unit 4 via the first clutch 331. If the first clutch 331 is in the disengaged state, the power of the engine 31 is blocked by the first clutch 331 and not transmitted to the output unit 4.

[0045] The first clutch 331 is, for example, a hydraulic clutch such as a wet multi-plate clutch, and the switching between the engaged state and the disengaged state is performed by supplying hydraulic oil from a hydraulic circuit including a hydraulic pump. The switching between the engaged state and the disengaged state of the first clutch 331 is performed, for example, by controlling the electromagnetic valve of the hydraulic circuit in the ship control system 2. That is, the ship control system 2 directly or indirectly controls the first clutch 331 to switch the first clutch 331 between the engaged state and the disengaged state.

[0046] The first gear 333 is connected to the input-side rotating body 331A of the first clutch 331 and rotates along with the rotation of the input-side rotating body 331A. The second gear 334 is provided so as to mesh with the first gear 333 and rotates together with the first gear 333. The third gear 335 is connected to the output-side rotating body 331B of the first clutch 331 and rotates along with the rotation of the output-side rotating body 331B. The fourth gear 336 is provided so as to mesh with the third gear 335 and rotates together with the third gear 335.

[0047] The second clutch 332 is inserted between the output shaft of the motor 32 and the second gear 334 and the fourth gear 336. That is, the second clutch 332 is located in the middle of the power transmission path from the motor 32 to the output unit 4. The second clutch 332 has a motor-side rotating body 332C and mating rotating bodies 332A, 332B, and is configured to be able to switch between a state where the motor-side rotating body 332C and the mating rotating bodies 332A, 332B are connected (engaged state) and a state where they are separated (disengaged state).

[0048] In this embodiment, as the counterpart rotors 332A and 332B, a first counterpart rotor 332A and a second counterpart rotor 332B are provided. The second clutch 332 can be switched between a first transmission state in which the motor-side rotor 332C is connected to the first counterpart rotor 332A, a second transmission state in which the motor-side rotor 332C is connected to the second counterpart rotor 332B, and a cutoff state in which the motor-side rotor 332C is disconnected from both the first counterpart rotor 332A and the second counterpart rotor 332B.

[0049] The motor-side rotor 332C is connected to the output shaft of the motor 32. The first counterpart rotor 332A is connected to the second gear 334, and the second counterpart rotor 332B is connected to the fourth gear 336. Thereby, the motor-side rotor 332C rotates by receiving the power generated by the motor 32. When the second clutch 332 is in the first transmission state, the power of the motor 32 is transmitted to the input-side rotor 331A of the first clutch 331 via the second clutch 332, the second gear 334, and the first gear 333. At this time, if the first clutch 331 is in the transmission state, the power of the motor 32 is combined with the power of the engine 31 and transmitted to the output unit 4 via the first clutch 331. Also, when the second clutch 332 is in the second transmission state, the power of the motor 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335. On the other hand, if the second clutch 332 is in the cutoff state, the power of the motor 32 is cut off by the second clutch 332 and not transmitted to the output unit 4.

[0050] The second clutch 332 is, for example, a meshing clutch such as a dog clutch. The switching between the first transmission state, the second transmission state, and the cutoff state of the second clutch 332 is performed by moving the motor-side rotating body 332C by an actuator 34 composed of a shifter. The actuator 34 moves the motor-side rotating body 332C to a position where it fits into the first mating-side rotating body 332A, thereby setting the second clutch 332 to the first transmission state in which the motor-side rotating body 332C and the first mating-side rotating body 332A are meshed. Further, the actuator 34 moves the motor-side rotating body 332C to a position where it fits into the second mating-side rotating body 332B, thereby setting the second clutch 332 to the second transmission state in which the motor-side rotating body 332C and the second mating-side rotating body 332B are meshed. The actuator 34 moves the motor-side rotating body 332C to a position where it does not fit into either the first mating-side rotating body 332A or the second mating-side rotating body 332B, thereby setting the second clutch 332 to the cutoff state.

[0051] The switching between the first transmission state, the second transmission state, and the cutoff state of the second clutch 332 is performed, for example, by controlling the electric actuator 34 in the ship control system 2. That is, the ship control system 2 directly or indirectly controls the second clutch 332 to switch the second clutch 332 between the transmission state (the first transmission state or the second transmission state) and the cutoff state.

[0052] According to the drive unit 3 configured as described above, the ship control system 2 can switch between a plurality of propulsion modes as illustrated in FIGS. 4 and 5 by controlling the first clutch 331 and the second clutch 332. FIGS. 4 and 5 schematically show the states of the drive unit 3 in each propulsion mode, and the illustration of the drive circuit 351 and the like is omitted. Further, in FIGS. 4 and 5, the power transmitted from the engine 31 and the motor 32 to the output unit 4 is indicated by a (thick line) broken arrow.

[0053] The upper part of FIG. 4 shows a motor propulsion mode in which only the motor 32 among the engine 31 and the motor 32 is used for propelling the hull 1. In the motor propulsion mode, the ship control system 2 controls the first clutch 331 to be in a disengaged state and the second clutch 332 to be in a second transmission state. Further, in the motor propulsion mode, the ship control system 2 stops the engine 31 and controls the drive circuit 351 to drive the motor 32 with the power from the main power supply unit 71. Thereby, as shown in FIG. 4, the power generated by the motor 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335, and the propeller of the output unit 4 is rotated to generate a propulsion force for the hull 1.

[0054] The lower part of FIG. 4 shows an engine propulsion mode in which only the engine 31 among the engine 31 and the motor 32 is used for propelling the hull 1. In the engine propulsion mode, the ship control system 2 controls the first clutch 331 to be in a transmission state and the second clutch 332 to be in a disengaged state. Further, in the engine propulsion mode, the ship control system 2 drives the engine 31 and controls the drive circuit 351 to stop the motor 32. Thereby, as shown in FIG. 4, the power generated by the engine 31 is transmitted to the output unit 4 via the first clutch 331, and the propeller of the output unit 4 is rotated to generate a propulsion force for the hull 1.

[0055] The upper part of Fig. 5 shows the "Hybrid Propulsion Mode (Low Speed)", which is suitable for navigation at "low speed" among the hybrid propulsion modes that use both the engine 31 and the motor 32 for the propulsion of the hull 1. In this Hybrid Propulsion Mode (Low Speed), the ship control system 2 controls the first clutch 331 to be in the transmission state and the second clutch 332 to be in the second transmission state. Further, in the Hybrid Propulsion Mode (Low Speed), the ship control system 2 drives the engine 31 and controls the drive circuit 351 to drive the motor 32 with the power from the main power supply unit 71. As a result, as shown in Fig. 5, the power generated by the engine 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the motor 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335. Consequently, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the output unit 4 and generate the propulsion force of the hull 1.

[0056] The lower part of Fig. 5 shows the "Hybrid Propulsion Mode (High Speed)", which is suitable for navigation at "high speed" among the hybrid propulsion modes that use both the engine 31 and the motor 32 for the propulsion of the hull 1. In this Hybrid Propulsion Mode (High Speed), the ship control system 2 controls the first clutch 331 to be in the transmission state and the second clutch 332 to be in the first transmission state. Further, in the Hybrid Propulsion Mode (High Speed), the ship control system 2 drives the engine 31 and controls the drive circuit 351 to drive the motor 32 with the power from the main power supply unit 71. As a result, as shown in Fig. 5, the power generated by the engine 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the motor 32 is transmitted to the output unit 4 via the second clutch 332, the second gear 334, the first gear 333, and the first clutch 331. Consequently, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the output unit 4 and generate the propulsion force of the hull 1.

[0057] Also, in the motor propulsion mode shown in the upper part of FIG. 4, when the hull 1 is sailing, it is also possible to charge the main power supply unit 71 by supplying the rotational force of the propeller of the output unit 4 to the main power supply unit 71 as regenerative energy (charging mode). In this case, the rotational force of the output unit 4 is transmitted to the motor 32 via the third gear 335, the fourth gear 336, and the second clutch 332, and by rotating the output shaft of the motor 32, the motor 32 generates AC power. The AC power generated by the motor 32 is used for charging the main power supply unit 71 by a drive circuit 351 composed of a bidirectional inverter circuit.

[0058] Similarly, in the hybrid propulsion mode (high speed) shown in the lower part of FIG. 5, when the hull 1 is sailing or at anchor (berthing), it is also possible to charge the main power supply unit 71 by utilizing the power generated by the engine 31 (charging mode). In this case, by the ship control system 2 controlling the first clutch 331 to be in the disengaged state, the power generated by the engine 31 is transmitted to the motor 32 via the first gear 333, the second gear 334, and the second clutch 332, and by rotating the output shaft of the motor 32, the motor 32 generates AC power. The AC power generated by the motor 32 is used for charging the main power supply unit 71 by a drive circuit 351 composed of a bidirectional inverter circuit.

[0059] Furthermore, although not shown in FIG. 3 and the like, the drive unit 3 further includes a hydraulic circuit for driving the first clutch 331 and various sensors and the like.

[0060] [3] Configuration of Shipboard Power Distribution System Next, the configuration of the shipboard power distribution system 7 according to the present embodiment will be described with reference to FIGS. 2 and 6 to 9. The shipboard power distribution system 7 is a component of the ship 10 and constitutes the ship 10 together with the hull 1. In other words, the ship 10 according to the present embodiment includes the shipboard power distribution system 7 and the hull 1. In the present embodiment, as an example, the shipboard power distribution system 7 is mounted on the hull 1.

[0061] As shown in Fig. 6, the ship power distribution system 7 includes a power receiving unit 73 and a switching unit 74 in addition to the main power supply unit 71 and the auxiliary power supply unit 72. The main power supply unit 71 is mounted on the hull 1 and supplies power to the motor 32. The auxiliary power supply unit 72 is mounted on the hull 1 and is configured to be rechargeable. The power receiving unit 73 receives power supply from an external power source Ps1 existing outside the hull 1. The switching unit 74 switches the power supply source to the auxiliary power supply unit 72 between the main power supply unit 71 and the power receiving unit 73. The "external power source Ps1" referred to in the present disclosure is a power source existing outside the hull 1, such as a power grid, for example. That is, when the hull 1 is at anchor, by connecting the power receiving unit 73 to an onshore external power source Ps1 such as a power grid, the power receiving unit 73 can receive power supply from the external power source Ps1. In this embodiment, as an example, the external power source Ps1 is an AC power source that outputs AC power (AC voltage).

[0062] According to this configuration, in the ship 10 equipped with the engine 31 and the motor 32 as power sources, the power supply source to the auxiliary power supply unit 72 can be switched between the main power supply unit 71 and the power receiving unit 73 by the switching unit 74. That is, the ship power distribution system 7 can charge the auxiliary power supply unit 72 with the power from the main power supply unit 71 or the external power source Ps1 via the power receiving unit 73. Therefore, even in a situation where the engine 31 is stopped, such as when the ship is traveling by the motor 32 in the motor propulsion mode or when it is at anchor, the auxiliary power supply unit 72 can be charged. As a result, there is an advantage that the power supply unit (auxiliary power supply unit 72) can be efficiently charged in the ship 10 having a plurality of power sources including the engine 31 and the motor 32.

[0063] Specifically, as shown in FIG. 6, the ship power distribution system 7 according to the present embodiment includes, in addition to the main power supply unit 71, the auxiliary power supply unit 72, the power receiving unit 73, and the switching unit 74, a drive circuit 351, a first power conversion unit 751, a second power conversion unit 752, a charging circuit 753, and a power supply unit 77. Further, in the present embodiment, the ship power distribution system 7 further includes a first relay 761, a second relay 762, a third relay 763, and a fourth relay 764. In FIG. 6, an electrical connection relationship is shown except for the broken line connecting the engine 31 and the starter 36 or the generator 37. The broken line connecting the engine 31 and the starter 36 or the generator 37 indicates a mechanical connection relationship.

[0064] In the present embodiment, as described above, the main power supply unit 71 includes a lithium-ion battery, and the auxiliary power supply unit 72 includes a lead-acid battery. That is, both the main power supply unit 71 and the auxiliary power supply unit 72 are rechargeable secondary batteries (storage batteries). And the main power supply unit 71 has a larger capacity and higher output than the auxiliary power supply unit 72. Thereby, since the main power supply unit 71 that supplies power to the motor 32 used for propelling the hull 1 includes a large-capacity and high-output lithium-ion battery, the output of the motor 32 can be sufficiently ensured. On the other hand, since a lead-acid battery having better low-temperature characteristics than a lithium-ion battery is used as the auxiliary power supply unit 72, starting of the engine 31 by the starter 36 in a low-temperature environment becomes easy.

[0065] In addition, the main power supply unit 71 includes a battery management system (BMS), and the battery management system manages information such as the measured values of the cell voltage and charging current of the lithium-ion battery. The main power supply unit 71 periodically (for example, every few seconds) transmits information such as the cell voltage managed by the battery management and the measured values of the charging current to the ship control system 2.

[0066] The power receiving unit 73 is a terminal block that removably and electrically connects to an external power source Ps1. That is, when a person (user) connects the external power source Ps1 to the power receiving unit 73 with a cable, the power receiving unit 73 receives power supply from the external power source Ps1. The switching unit 74 is a changeover switch having a first contact 741 and a second contact 742 that switch in interlock with each other. The first contact 741 and the second contact 742 switch the connection state between the primary side (main power supply unit 71 side) and the secondary side (auxiliary power supply unit 72 side) of the switching unit 74. In the present embodiment, the switching unit 74 is manually switched according to the operation of a person (user).

[0067] The first power conversion unit 751 is an AC / DC converter that converts AC power (AC voltage) into DC power (DC voltage). The second power conversion unit 752 is a DC / AC converter that converts DC power (AC voltage) into DC power (DC voltage). The charging circuit 753 is a circuit that converts AC power (AC voltage) into DC power (DC voltage) and supplies a charging current to the main power supply unit 71. The power supply unit 77 is a part that supplies power to an in-ship load L1 provided in the hull 1 and includes a distribution board and wiring fixtures (outlets), etc. The first relay 761, the second relay 762, the third relay 763, and the fourth relay 764 each consist of an electromagnetic relay and open and close (turn on / off) contacts according to a control signal.

[0068] Here, the drive circuit 351, the first power conversion unit 751, the second power conversion unit 752, the charging circuit 753, the first relay 761, the second relay 762, the third relay 763, and the fourth relay 764 are controlled by the ship control system 2. The ship control system 2 individually opens and closes each relay by outputting a control signal to each of the first relay 761, the second relay 762, the third relay 763, and the fourth relay 764, for example.

[0069] As shown in FIG. 6, the ship power distribution system 7 according to this embodiment adopts a circuit configuration that can charge the auxiliary power supply unit 72 not only with the power from the generator 37 (alternator) interlocked with the engine 31 but also with the power from the main power supply unit 71. Further, the ship power distribution system 7 adopts a circuit configuration that can supply the power (regenerative current) generated by the motor 32, which receives the power generated by the engine 31, to the in-ship load L1, not only with the power from the main power supply unit 71. Furthermore, the ship power distribution system 7 adopts a circuit configuration that can supply power to the in-ship load L1 while supplying charging power for the main power supply unit 71 and the auxiliary power supply unit 72 from the external power source Ps1 by connecting the power receiving unit 73 to the external power source Ps1 during long-term berthing or the like.

[0070] Specifically, the main power supply unit 71 is connected to the drive circuit 351 via the first relay 761 and the second relay 762. The motor 32 is connected to the drive circuit 351. The connection point between the first relay 761 and the second relay 762 is connected to the primary side of the switching unit 74 via the third relay 763 and the second power conversion unit 752. Furthermore, the connection point between the first relay 761 and the second relay 762 is connected to the primary side of the switching unit 74 via the fourth relay 764 and the charging circuit 753. The power receiving unit 73 is further connected to the primary side of the switching unit 74.

[0071] The auxiliary power supply unit 72 is connected to the starter 36 for starting the engine 31. Further, the generator 37 (alternator) driven by the power generated by the engine 31 is connected to the auxiliary power supply unit 72. Also, the auxiliary power supply unit 72 is connected to the secondary side of the switching unit 74 via the first power conversion unit 751. The power supply unit 77 is further connected to the primary side of the switching unit 74.

[0072] As configured as described above, the ship power distribution system 7 can selectively choose the power supply source for the auxiliary power supply unit 72 from the main power supply unit 71 and the power receiving unit 73 by switching the switching unit 74, as shown in FIGS. 7 and 8. In FIGS. 7 and 8, the flow of power (electrical energy) is schematically represented by broken-line arrows (thick lines).

[0073] FIG. 7 shows a state in which the power receiving unit 73 is selected as the power supply source for the auxiliary power supply unit 72. In FIG. 7, the switching unit 74 connects the power receiving unit 73 to the secondary side at the first contact 741 and connects the charging circuit 753 to the secondary side at the second contact 742. In this state, the power from the external power supply Ps1 is supplied to the auxiliary power supply unit 72 via the power receiving unit 73, the first contact 741, and the first power conversion unit 751, thereby charging the auxiliary power supply unit 72. Since the power from the external power supply Ps1 is AC power, the first power conversion unit 751 converts the AC power into DC power and supplies it to the auxiliary power supply unit 72. Further, the power from the external power supply Ps1 is supplied to the main power supply unit 71 via the power receiving unit 73, the first contact 741, the second contact 742, the charging circuit 753, the fourth relay 764, and the first relay 761, thereby charging the main power supply unit 71. Since the power from the external power supply Ps1 is AC power, the charging circuit 753 converts the AC power into DC power and supplies it to the main power supply unit 71. Further, the power from the external power supply Ps1 is supplied to the power supply unit 77 via the power receiving unit 73 and the first contact 741, so that power (AC power) can be supplied from the power supply unit 77 to the on-board load L1.

[0074] FIG. 8 shows a state in which the main power supply unit 71 is selected as the power supply source for the auxiliary power supply unit 72. In FIG. 8, the switching unit 74 connects the second power conversion unit 752 to the secondary side at the first contact 741 and opens the second contact 742. In this state, the power from the main power supply unit 71 is supplied to the auxiliary power supply unit 72 through the first relay 761, the third relay 763, the second power conversion unit 752, the first contact 741, and the first power conversion unit 751, thereby charging the auxiliary power supply unit 72. Although the power from the main power supply unit 71 is DC power, since it is converted to AC power by the second power conversion unit 752, the first power conversion unit 751 converts the AC power to DC power and supplies it to the auxiliary power supply unit 72. Further, the power from the main power supply unit 71 is supplied to the power supply unit 77 through the first relay 761, the third relay 763, the second power conversion unit 752, and the first contact 741, so that power (AC power) can be supplied from the power supply unit 77 to the on-board load L1. Further, the power from the main power supply unit 71 is supplied to the motor 32 through the first relay 761, the second relay 762, and the drive circuit 351, so that the motor 32 can be driven.

[0075] Also, in the state of FIG. 8, when a propulsion mode (engine propulsion mode or hybrid propulsion mode) in which the engine 31 is used for propelling the hull 1 is selected, since the generator 37 generates power using the power of the engine 31, the auxiliary power supply unit 72 can also be charged by the power from the generator 37.

[0076] By the way, it is preferable that the switching of the switching unit 74 is performed according to the state of the ship 10. That is, as shown in FIG. 7, the selection of the power receiving unit 73 as the power supply source for the auxiliary power supply unit 72 is effective only when the ship 10 is at anchor and connected to the external power supply Ps1. Therefore, during the navigation of the ship 10, as shown in FIG. 8, the switching unit 74 is used in a state where the power supply source for the auxiliary power supply unit 72 is switched to the main power supply unit 71.

[0077] As described above, the shipboard power distribution system 7 further includes a first power conversion unit 751 that converts AC power into DC power, and a second power conversion unit 752 that converts DC power into AC power. The auxiliary power supply unit 72 is electrically connected to the switching unit 74 via the first power conversion unit 751. The main power supply unit 71 is electrically connected to the switching unit 74 via the second power conversion unit 752. Thus, the first power conversion unit 751, which is an AC / DC converter, can be used in common in the state of FIG. 7 and the state of FIG. 8.

[0078] Also, the shipboard power distribution system 7 further includes a power supply unit 77 that supplies power to the on-board load L1 provided on the hull 1. The switching unit 74 switches the power supply source to the power supply unit 77 between the main power supply unit 71 and the power receiving unit 73. Thereby, power can be supplied from the main power supply unit 71 or the external power source Ps1 to the on-board load L1 via the power supply unit 77.

[0079] Also, the propulsion modes of the ship 10 include a motor propulsion mode in which the motor 32 is used for propelling the hull 1, and an engine propulsion mode in which the engine 31 is used for propelling the hull 1. The auxiliary power supply unit 72 is charged with power supplied from the main power supply unit 71 in the motor propulsion mode. On the other hand, the auxiliary power supply unit 72 is charged with power supplied from at least one of the main power supply unit 71 and the generator 37 driven by the power generated by the engine 31 in the engine propulsion mode. Thereby, it is possible to effectively use the power generated by the engine 31 to charge the auxiliary power supply unit 72. In the present embodiment, the auxiliary power supply unit 72 can be charged with the power supplied from the generator 37 not only in the engine propulsion mode but also in the hybrid propulsion mode.

[0080] By the way, in the present embodiment, in order to realize the operation of the shipboard power distribution system 7 described above, as control states of the first relay 761, the second relay 762, the third relay 763, and the fourth relay 764, four patterns of states (A to D) shown in Table 1 below are prepared.

[0081]

Table 1

[0082] Then, the ship control system 2 transitions these four states A to D according to the state transition shown in FIG. 9. That is, when transitioning among the three states of state A where the ship 10 stops, state C where the ship 10 is navigating, and state D where the main power supply unit 71 is charged, basically, state B for checking contact welding intervenes. And when it is determined that there is no abnormality in the welding check, the ship control system 2 allows transition to other states, and when it is determined that there is an abnormality in the welding check, it performs an error notification or the like. In FIG. 9, the dotted arrow directly transitioning from state C or state D to state A means an emergency switchover.

[0083] [4] Charging control of the main power supply unit Next, the charging control of the main power supply unit 71 in the ship power distribution system 7 according to this embodiment will be described with reference to FIG. 10.

[0084] In the ship power distribution system 7 according to the present embodiment, as described above, by using the motor 32 as a generator, when the motor 32 rotates due to an external force, the electric energy (regenerative current) generated is utilized to charge the main power supply unit 71 in the drive circuit 351. As means for rotating the motor 32 by an external force, there are means for utilizing the power generated by the engine 31 and means for utilizing the power received by the output unit 4 (propeller) during the cruising of the hull 1. In any case, compared with a configuration in which the main power supply unit 71 is charged by a dedicated charger including a DC / DC converter, since the responsiveness of control is poor, it is difficult to charge up to full charge while avoiding overcharging of the main power supply unit 71. In particular, since a lithium-ion battery has an internal resistance, when a large current flows, the voltage rises due to the internal resistance. Near full charge, the battery management system included in the main power supply unit 71 may detect an overvoltage abnormality due to the voltage rise of the internal resistance. In the present embodiment, even when the main power supply unit 71 is charged in the drive circuit 351 by using the regenerative current of the motor 32, it is possible to charge up to a state as close to full charge as possible.

[0085] As a configuration for that, the ship power distribution system 7 according to the present embodiment includes a main power supply unit 71 mounted on the hull 1 and supplying power to the motor 32, and a drive circuit 351 that charges the main power supply unit 71 with the regenerative current of the motor 32. The drive circuit 351 controls the charging current of the main power supply unit 71 based on the voltage rise value of the main power supply unit 71 estimated from the deviation between the target value and the measured value of the charging current of the main power supply unit 71. That is, since the voltage rise value of the main power supply unit 71 can be estimated from the deviation between the target value and the measured value of the charging current of the main power supply unit 71, it is possible to calculate the final target value of the charging current based on the voltage rise value.

[0086] According to this configuration, since the charging current can be controlled in consideration of the voltage rise of the main power supply unit 71 due to the charging current, it is possible to charge up to near full charge while avoiding overcharging of the main power supply unit 71. As a result, there is an advantage that the power supply unit (main power supply unit 71) can be efficiently charged in the ship 10 having a plurality of power sources including the engine 31 and the motor 32.

[0087] FIG. 10 is a block diagram showing an example of a control system of a drive circuit 351 for charging a main power supply unit 71 in a drive circuit 351 by using the regenerative current of a motor 32 in a ship control system 2. That is, as shown in FIG. 10, when a deviation (target value - measured value) between a target value and a measured value of a charging current is input, a final target value of the charging current of the main power supply unit 71 by the drive circuit 351 is output.

[0088] Specifically, in a block B1 for calculating a target value of a charging current, a target value of the charging current is calculated by referring to a charging current map based on the cell voltage and the cell temperature of the main power supply unit 71. A value obtained by multiplying a gain by the deviation between this target value and the measured value of the charging current corresponds to an estimated value of a voltage increase value of the main power supply unit 71 in a block B2 of the gain. In a block B3 for calculating a target value of a charging current, a target value of the charging current is calculated by referring to a charging current map based on a value obtained by adding such a voltage increase value to the cell voltage and the cell temperature. Thus, an estimated value of a voltage increase value of the main power supply unit 71 is reflected in the target value of the charging current output from the block B3 for calculating the target value of the charging current.

[0089] In the above control, when an actual charging current starts to flow through the main power supply unit 71, the deviation decreases, so the estimated voltage increase value gradually decreases and finally becomes zero (0). By controlling in this way, for example, even if the communication cycle of the battery management system is long and the responsiveness of the control is poor, it is possible to charge up to near full charge while avoiding overcharging of the main power supply unit 71.

[0090] Also, in the control system shown in FIG. 10, even if there is an electrical load connected electrically in parallel with the main power supply unit 71 when viewed from the drive circuit 351, control (external load cancellation control) is performed to eliminate its influence. That is, in the current compensation unit B4 composed of an integral controller (PID controller), integral control is performed so that the charging current matches the target charging current amount. For example, when the second power conversion unit 752 (DC / AC converter) is connected electrically in parallel with the main power supply unit 71 to the drive circuit 351, the current consumption amount in the electrical load (second power conversion unit 752) is compensated by the current compensation unit B4. As a result, in the final target value of the charging current of the main power supply unit 71 by the drive circuit 351, the influence of the current consumption in the electrical load connected electrically in parallel with the main power supply unit 71 is reduced, and the main power supply unit 71 can be charged to full charge at high speed.

[0091] As described above, in the present embodiment, the drive circuit 351 controls the charging current of the main power supply unit 71 based on the voltage rise value of the main power supply unit 71 estimated from the deviation between the target value and the measured value of the charging current of the main power supply unit 71. Thereby, since the charging current can be controlled in consideration of the voltage rise of the main power supply unit 71 due to the charging current, it is possible to charge the main power supply unit 71 up to near full charge while avoiding overcharging of the main power supply unit 71.

[0092] Further, the marine power distribution system 7 according to the present embodiment further includes a current compensation unit B4 that compensates for the current consumption amount in the electrical load connected electrically in parallel with the main power supply unit 71 with respect to the charging current of the main power supply unit 71 by the drive circuit 351. As a result, it is possible to avoid the influence of the current consumption in the electrical load connected electrically in parallel with the main power supply unit 71 and charge the main power supply unit 71 to full charge at high speed. In the present embodiment, the current compensation unit B4 is provided as a function of the ship control system 2, but is not limited thereto, and may be incorporated into one element of the marine power distribution system 7, for example, incorporated into the drive circuit 351.

[0093] [5] Modification Hereinafter, modifications of Embodiment 1 will be listed. The modifications described below can be applied in appropriate combinations.

[0094] The ship control system 2 in the present disclosure includes a computer system. The computer system mainly includes one or more processors as hardware and one or more memories. By the processor executing a program recorded in the memory of the computer system, the functions as the ship control system 2 in the present disclosure are realized. The program may be pre-recorded in the memory of the computer system, may be provided through a telecommunication line, or may be provided by being recorded on a non-transitory recording medium such as a memory card, an optical disk, or a hard disk drive that can be read by the computer system. Also, some or all of the functional units included in the ship control system 2 may be composed of electronic circuits.

[0095] Also, it is not an essential configuration of the ship control system 2 that at least some of the functions of the ship control system 2 are integrated in one housing, and the components of the ship control system 2 may be provided distributed in a plurality of housings. Conversely, in Embodiment 1, functions distributed in a plurality of devices (for example, the ship control system 2 and the operation device 5) may be integrated in one housing.

[0096] Furthermore, at least a part of the ship control system 2 is not limited to being mounted on the hull 1 and may be provided separately from the hull 1. As an example, when the ship control system 2 is embodied by a server device provided separately from the hull 1, the ship 10 (hull 1) can be controlled by the ship control system 2 through communication between the server device and the hull 1 (its communication device). At least some of the functions of the ship control system 2 may be realized by cloud (cloud computing) or the like.

[0097] Also, the ship 10 is not limited to a pleasure boat and may be a merchant ship including a cargo ship and a passenger-cargo ship, a work ship including a tugboat and a salvage ship, a special ship including a weather observation ship and a training ship, a fishing boat, or a naval vessel. Furthermore, the ship 10 is not limited to a manned type on which an operator boards and may be an unmanned type of ship that can be remotely operated by a person (operator) or can operate autonomously.

[0098] Further, the engine 31 is not limited to a diesel engine, and may be, for example, an engine other than a diesel engine. Similarly, the motor 32 is not limited to an AC motor, and may be, for example, a DC motor. Further, the motor 32 may be driven by electric power supplied from a power generation device such as a fuel cell or a solar power generation device.

[0099] Further, the ship 10 only needs to be provided with a plurality of power sources including the engine 31 and the motor 32 in the hull 1. For example, in addition to the engine 31 and the motor 32, it may be provided with three or more power sources such as having a third power source.

[0100] Further, the operation unit 51 is not limited to an operation lever, and may be, for example, a foot-operated operation pedal, a touch panel, a keyboard, or a pointing device. If the operation unit 51 is an operation pedal, the amount of depression becomes the operation amount of the operation unit 51. Further, the operation unit 51 may adopt modes such as voice input, gesture input, or input of an operation signal from another terminal.

[0101] Further, it is not essential to switch the propulsion mode according to a switching operation by the user (operator). For example, the mode switching unit 21 of the ship control system 2 may automatically switch the propulsion mode according to the navigation status of the hull 1 such as the current position or ship speed of the hull 1, or the remaining capacity of the main power supply unit 71.

[0102] Further, the main power supply unit 71 is not limited to a lithium ion battery, and the auxiliary power supply unit 72 is not limited to a lead storage battery either. In fact, the main power supply unit 71 is not limited to a rechargeable secondary battery, and may be a power generation device such as a fuel cell or a solar power generation device.

[0103] Further, the switching of the switching unit 74 is not limited to a configuration in which a person (user) manually performs it, and may be automatically performed, for example, by a control signal from the ship control system 2. As an example, the switching of the switching unit 74 may be performed in conjunction with the third relay 763.

[0104] Also, in the hybrid propulsion mode, it is not essential to charge the auxiliary power supply unit 72 with the power supplied from the generator 37. That is, the power supplied from the generator 37 may be capable of charging the auxiliary power supply unit 72 even only in the engine propulsion mode.

[0105] <Supplementary Note of the Invention> The shipboard power distribution system according to one aspect of the present disclosure is used in a ship having a plurality of power sources including an engine and a motor as power sources for propelling the hull, and includes a main power supply unit, an auxiliary power supply unit, a power receiving unit, and a switching unit. The main power supply unit is mounted on the hull and supplies power to the motor. The auxiliary power supply unit is mounted on the hull and is configured to be rechargeable. The power receiving unit receives power supply from an external power source existing outside the hull. The switching unit switches the power supply source to the auxiliary power supply unit between the main power supply unit and the power receiving unit.

[0106] The shipboard power distribution system according to one aspect of the present disclosure is used in a ship having a plurality of power sources including an engine and a motor as power sources for propelling the hull, and includes a main power supply unit and a drive circuit. The main power supply unit is mounted on the hull and supplies power to the motor. The drive circuit charges the main power supply unit with the regenerative current of the motor. The drive circuit controls the charging current of the main power supply unit based on the voltage rise value of the main power supply unit estimated from the deviation between the target value and the measured value of the charging current of the main power supply unit.

Explanation of Reference Numerals

[0107] 1 Hull 7 Shipboard power distribution system 10 Ship 31 Engine 32 Motor 37 Generator 71 Main power supply unit 72 Auxiliary power supply unit 73 Power receiving unit 74 Switching unit 77 Power supply unit 351 Drive circuit 751 First power conversion unit 752 Second power conversion unit B4 Current compensation unit L1 Onboard load Ps1 External power supply

Claims

1. It is used in a ship having a motor as a power source for propelling the hull, a main power supply unit mounted on the hull and supplying power to the motor, an auxiliary power supply unit mounted on the hull and rechargeable, a power receiving unit receiving power supply from an external power source existing outside the hull, and a switching unit for switching the power supply source to the auxiliary power supply unit between the main power supply unit and the power receiving unit. A ship power distribution system.

2. Further comprising a first power conversion unit for converting AC power into DC power, and a second power conversion unit for converting DC power into AC power, wherein the auxiliary power supply unit is electrically connected to the switching unit via the first power conversion unit, and the main power supply unit is electrically connected to the switching unit via the second power conversion unit. The ship power distribution system according to Claim 1.

3. Further comprising a power supply unit for supplying power to an in-hull load provided on the hull, wherein the switching unit switches the power supply source to the power supply unit between the main power supply unit and the power receiving unit. The ship power distribution system according to Claim 1 or 2.

4. The propulsion mode of the ship includes a motor propulsion mode in which the motor is used for propelling the hull, and the auxiliary power supply unit is charged with power supplied from the main power supply unit in the motor propulsion mode. The ship power distribution system according to any one of Claims 1 to 3.

5. The main power supply unit includes a lithium-ion battery, and the auxiliary power supply unit includes a lead-acid battery. The ship power distribution system according to any one of Claims 1 to 4.

6. Further comprising a drive circuit for charging the main power supply unit with the regenerative current of the motor, wherein the drive circuit controls the charging current of the main power supply unit based on the voltage rise value of the main power supply unit estimated from the deviation between the target value and the measured value of the charging current of the main power supply unit. The ship power distribution system according to any one of Claims 1 to 5.

7. Further comprising a current compensation unit for compensating for the current consumption of an electrical load electrically connected in parallel with the main power supply unit with respect to the charging current of the main power supply unit by the drive circuit. The ship power distribution system according to Claim 6.

8. It is used in a ship having a motor as a power source for propelling the hull, a main power supply unit mounted on the hull and supplying power to the motor, and a drive circuit for charging the main power supply unit with the regenerative current of the motor. The drive circuit controls the charging current of the main power supply unit based on the voltage rise value of the main power supply unit estimated from the deviation between the target value and the measured value of the charging current of the main power supply unit. A marine power distribution system. **Claim 9** A marine power distribution system according to any one of claims 1 to 8, comprising the hull. A ship.

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