Ship electric propulsion control system

Abstract

The present invention provides an electric propulsion control system that has improved acceleration / deceleration and control performance and is capable of interfacing with an autonomous navigation system. The electric propulsion control system for a ship according to one embodiment of the present invention includes an acceleration / deceleration control unit that receives a speed command, controls acceleration based on an output change rate of the ship's engine, and controls deceleration by limiting a torque command value corresponding to the speed command to a safe operating range, and a regenerative energy control unit that estimates the amount of regenerative energy generated based on the ship's propeller speed and the torque command generated by the acceleration / deceleration control unit, and controls the torque limit of the acceleration / deceleration control unit so that the estimated amount of regenerative energy generated is equal to or less than a current load.

Description

[Technical Field]

[0001] The present invention relates to an electric propulsion control system for a ship. [Background technology]

[0002] Recently, electric propulsion systems have been adopted for ships for reasons such as environmental protection.

[0003] In a conventional speed control device for controlling a marine propulsion system, because control is performed based on the speed change rate during acceleration control, there is a margin in the engine's output change rate performance when viewed from the perspective of engine output, which causes a problem that the engine performance cannot be optimally utilized. Also, during deceleration control, free-wheeling is applied for safe operation, but since deceleration is not performed during free-wheeling operation, there is a problem that the braking distance increases.

[0004] In addition, ships are configured with various operating modes, and since the amount of power increase and maximum propeller speed vary depending on each operating mode, when a change in power output is required, it is necessary to check whether it is possible to do so under the current operating conditions. If a specific operating condition is fixed during autonomous operation, there is a problem that the desired level of propulsion performance cannot be achieved in a timely manner. If regenerative energy exceeding the load amount is generated during low-load operation, the surplus regenerative energy must be consumed using a dynamic braking resistor, etc., so the installation of a dynamic braking resistor is essential. However, since dynamic braking resistors are expensive, there is a problem that if a large number of them are used, manufacturing costs increase. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Korean Patent Publication No. 10-2019-0081151 Summary of the Invention [Problem to be solved by the invention]

[0006] According to one embodiment of the present invention, an electric propulsion control system is provided that has improved acceleration / deceleration and control performance and is capable of interfacing with an autonomous navigation system. [Means for solving the problem]

[0007] In order to solve the above-mentioned problems, an electric propulsion control system for a ship according to one embodiment of the present invention may include an acceleration / deceleration control unit that receives a speed command, controls acceleration based on an output change rate of the ship's engine, and controls deceleration by limiting a torque command value corresponding to the speed command to a safe operating range; and a regenerative energy control unit that estimates a regenerative energy generation amount based on the ship's propeller speed and the torque command generated by the acceleration / deceleration control unit, and controls the torque limit of the acceleration / deceleration control unit so that the estimated regenerative energy generation amount is equal to or less than a current load amount. [Effects of the Invention]

[0008] According to an embodiment of the present invention, acceleration and deceleration performance is improved, and the installation of a dynamic braking resistor can be minimized. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic configuration diagram of an electric propulsion control system for a vessel according to an embodiment of the present invention.

[0010] [Figure 2] 2 is a schematic configuration diagram of an acceleration / deceleration control unit of an electric propulsion control system for a vessel according to an embodiment of the present invention. FIG.

[0011] [Figure 3] 10 is a graph showing a technical effect of an acceleration / deceleration control unit of an electric propulsion control system for a vessel according to an embodiment of the present invention.

[0012] [Figure 4]2 is a schematic configuration diagram of a navigation control unit and a navigation mode conversion unit of an electric propulsion control system for a ship according to an embodiment of the present invention. FIG.

[0013] [Figure 5] 2 is a schematic configuration diagram of a regenerative energy control unit of an electric propulsion control system for a ship according to an embodiment of the present invention. FIG.

[0014] [Figure 6] 1 is a diagram illustrating a technical effect of a regenerative energy control unit of an electric propulsion control system for a ship according to an embodiment of the present invention.

[0015] [Figure 7] 1 is a diagram illustrating an exemplary computing environment in which a ship electric propulsion control system according to an embodiment of the present invention can be implemented. DETAILED DESCRIPTION OF THE INVENTION

[0016] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention.

[0017] FIG. 1 is a schematic configuration diagram of an electric propulsion control system for a ship according to an embodiment of the present invention.

[0018] Referring to FIG. 1, an electric propulsion control system 100 for a ship according to one embodiment of the present invention may include an acceleration / deceleration control unit 110 and a regenerative energy control unit 140, and may further include an operation control unit 120 and an operation mode conversion unit 130.

[0019] The acceleration / deceleration control unit 110 controls acceleration based on the output change rate of the ship's engine when a speed command is input, and controls deceleration by limiting a torque command value corresponding to the input speed command to a predetermined safe operating range.

[0020] The regenerative energy control unit 140 can estimate the amount of regenerative energy generated based on the propeller speed of the ship and the torque command generated by the acceleration / deceleration control unit 110, and control the torque limit of the acceleration / deceleration control unit 110 so that the estimated amount of regenerative energy generated is less than or equal to the current load amount.

[0021] When the speed command is transmitted, the operation control unit 120 calculates the power change rate per hour to the target power output based on the current power output, and can determine the optimal operation mode from among a plurality of pre-set operation modes based on the calculated power change rate.

[0022] The flight mode conversion unit 130 may convert the flight mode determined by the flight control unit 120 into a corresponding flight mode from among the plurality of flight modes, and transmit the converted flight mode to the acceleration / deceleration control unit 110 .

[0023] FIG. 2 is a schematic configuration diagram of an acceleration / deceleration control unit of an electric propulsion control system for a vessel according to one embodiment of the present invention.

[0024] Referring to FIG. 2 in conjunction with FIG. 1, the acceleration / deceleration control unit 110 of the electric propulsion control system 100 for a ship according to one embodiment of the present invention may include a speed controller 111, an output change rate limiter 112, and a safe operating area setter 113.

[0025] The speed command may be input to the speed controller 111. The speed command may be a propeller speed command (RPM) of the vessel. The speed controller 111 may generate a torque command that controls the torque of the propulsion drive that drives the propeller according to the current speed of the propeller and the propeller speed command (RPM) of the vessel.

[0026] The output ramp rate limiter 112 can output a modified torque command that limits the output ramp rate of the torque command from the speed controller 111, reflecting the ship's generator output, the current operating mode, and the engine output ramp characteristic, so that the output does not exceed the engine performance.

[0027] The safe operating range setter sets a safe operating range in consideration of the ship's dry-running specifications, the current operating mode, operating conditions, etc., determines whether the corrected torque command from the power change rate limiter 112 is within the safe operating range, and if the torque command deviates from the safe operating range, limits the torque command to a value within the safe operating range before transmitting the next torque command to the propulsion drive. In this case, the safe operating range may vary depending on the operating conditions of the ship, and the regenerative energy control unit may adjust the safe operating range so that regenerative energy does not exceed a target value.

[0028] FIG. 3 is a graph showing the technical effect of the acceleration / deceleration control unit of the electric propulsion control system for a vessel according to an embodiment of the present invention.

[0029] Referring to FIG. 3 in addition to FIG. 2, first, control is performed based on the engine output change rate (kW / s) during acceleration control in response to a speed command, thereby maximizing the engine output performance. As shown in the upper part of FIG. 3, engine output for speed change rate-based control is improved, thereby improving acceleration performance.

[0030] Next, during deceleration control, the torque limitation function controls the torque so that operation is possible within a safe area without freewheeling, thereby improving deceleration performance since there is no freewheeling section.

[0031] FIG. 4 is a schematic configuration diagram of a navigation control unit and a navigation mode conversion unit of an electric propulsion control system for a ship according to an embodiment of the present invention.

[0032] Referring to FIG. 4 in addition to FIG. 1, first, the operation control unit 120 may include a power change rate calculation unit 121 and an optimal operation mode consideration unit 122.

[0033] When the speed command is input, the output change rate calculation unit 121 can calculate the output change rate per time to the target output amount based on the current output amount.

[0034] The optimal operation mode determining unit 122 can determine whether the power change rate is feasible in the current operation mode by comparing and determining the power change rate with the power change rate possible in each mode based on the power change rate per hour calculated by the power change rate calculation unit 121, and can determine the optimal operation mode by comparing the power change rates. In addition, the optimal operation mode determining unit 122 can determine the optimal operation mode that meets the relevant conditions when a change in operation mode is required by checking the current operation conditions.

[0035] The flight mode conversion unit 130 can automatically convert the flight mode in accordance with the decision made by the optimal flight mode review unit 122 .

[0036] The operation mode conversion unit 130 may include an output characteristic-based operation mode unit 131 having a normal mode 131a and a fast mode 131b preset according to the engine output characteristics, an engine fuel-based operation mode unit 132 having a fuel mode 132a and a gas mode 132b preset according to the engine fuel, and a ship position-based operation mode unit 133 having a normal seagoing mode 133a and a port mode 133b preset according to the ship position.

[0037] The operation mode conversion unit 130 can convert the operation mode determined by the optimal operation mode consideration unit 122 into a suitable operation mode from among the operation mode unit 131 for output characteristics, the operation mode unit 132 for engine fuel, and the operation mode unit 133 for ship position, according to the operation mode determined by the optimal operation mode consideration unit 122, and transmit the converted operation mode to the safe operation range setting unit 113. The safe operation range setting unit 113 sets a safe operation range suitable for each operation mode, determines whether the corrected torque command from the output change rate limiter 112 is within the safe operation range, and if the torque command is outside the safe operation range, limits the torque command to a value within the safe operation range before transmitting the torque command to the propulsion drive.

[0038] FIG. 5 is a schematic configuration diagram of a regenerative energy control unit of an electric propulsion control system for a ship according to one embodiment of the present invention.

[0039] Referring to FIG. 5, the regenerative energy control unit 140 of the electric propulsion control system 100 for a ship 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.

[0040] The regenerative energy generation amount estimating unit 141 can estimate the amount of regenerative energy generation based on the current propeller speed and the torque command calculated by the speed controller 111 .

[0041] The comparison unit 142 can then compare the regenerative energy generation amount estimated by the regenerative energy generation amount estimation unit 141 with the current total load amount.

[0042] The torque control unit 143 can control the torque limit of the safe operation range setting unit 113 so that the estimated amount of regenerative energy generation does not exceed the current total load amount.

[0043] FIG. 6 is a diagram illustrating the technical effect of a regenerative energy control unit of an electric propulsion control system for a ship according to an embodiment of the present invention.

[0044] Referring to FIG. 6 in addition to FIG. 5, the current load amount is monitored in real time, and the amount of regenerative energy generated during sudden braking is controlled so as not to become larger than the current load amount, thereby minimizing the energy to be processed and minimizing the installation capacity of a dynamic braking resistor, which is a regenerative energy processing device.

[0045] FIG. 7 is a diagram illustrating an exemplary computing environment in which a ship electric propulsion control system according to an embodiment of the present invention can be implemented.

[0046] 7, an example system 1000 is shown that includes a computing device 1100 configured to implement one or more of the embodiments described above. For example, the computing device 1100 may include, but is not limited to, a personal computer, a server computer, a handheld or laptop device, a mobile device (such as a mobile phone, PDA, or media player), a multiprocessor system, a consumer electronics device, a minicomputer, a mainframe computer, a distributed computing environment that includes any of the above-described systems or devices, and the like.

[0047] The computing device 1100 may include at least one processing unit 1110 and memory 1120. Here, 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 volatile memory (e.g., RAM, etc.), non-volatile memory (e.g., ROM, flash memory, etc.), or a combination thereof.

[0048] Additionally, computing device 1100 may include additional storage 1130. Storage 1130 may include, but is not limited to, magnetic storage, optical storage, etc. Storage 1130 may store computer-readable instructions for implementing one or more embodiments described herein, as well as other computer-readable instructions for implementing an operating system, application programs, etc. The computer-readable instructions stored in storage 1130 may be loaded into memory 1120 for execution by processing unit 1110.

[0049] Furthermore, the computing device 1100 may include input devices 1140 and output devices 1150. Here, the input devices 1140 may include, for example, a keyboard, a mouse, a pen, a voice input device, a touch input device, an infrared camera, a video input device, or any other input device. Also, the output devices 1150 may include, for example, one or more displays, speakers, a printer, or any other output device. Also, the computing device 1100 may use input devices or output devices provided in other computing devices as the input devices 1140 or the output devices 1150.

[0050] Additionally, computing device 1100 may include communication connection(s) 1160 that allow it to communicate with other devices (e.g., computing device 1300) over network 1200. Here, communication connection(s) 1160 may include a modem, a network interface card (NIC), an integrated network interface, a radio frequency transmitter / receiver, an infrared port, a USB connection, or other interface for connecting computing device 1100 to other computing devices. Also, communication connection(s) 1160 may include a wired or wireless connection.

[0051] The components of the computing device 1100 described above may be connected by various interconnections such as buses (e.g., Peripheral Component Interconnect (PCI), USB, firmware (IEEE 1394), optical bus structures, etc.), or may be interconnected by a network.

[0052] As used herein, terms such as "acceleration / deceleration control unit," "speed controller," "power change rate limiter," "safe operating range setting unit," "operation control unit," "power change rate calculator," "optimal operation mode evaluation unit," "operation mode conversion unit," "operation mode unit for each output characteristic," "operation mode unit for each engine fuel," "operation mode unit for each vessel position," "regenerative energy control unit," "regenerative energy generation amount estimation unit," "comparison unit," and "torque control unit" generally refer to hardware, a combination of hardware and software, software, or a computer-related entity that is running software. For example, a component may be, but is not limited to, a process running on a processor, a processor, an object, an executable, a thread of execution, a program, and / or a computer. For example, an application running on a controller and the controller may all be components. One or more components may exist within a process and / or thread of execution, and a component may be localized on one computer or distributed across two or more computers.

[0053] As described above, according to the present invention, the acceleration and deceleration performance of a ship can be improved and the installation of a dynamic braking resistor can be minimized.

[0054] The present invention described above is not limited by the above-mentioned embodiments and the accompanying drawings, but is limited by the claims below, and it will be easily understood by those having ordinary skill in the art to which the present invention pertains that the configuration of the present invention can be changed and modified in various ways within the scope that does not deviate from the technical idea of ​​the present invention.

Claims

1. an acceleration / deceleration control unit that receives a speed command, controls acceleration based on an output change rate of the engine of the ship, and controls deceleration by limiting a torque command value corresponding to the speed command to a safe operating range; 1. An electric propulsion control system for a ship, comprising: a regenerative energy control unit that estimates a regenerative energy generation amount based on a propeller speed of the ship and a torque command generated by the acceleration / deceleration control unit, and controls a torque limit of the acceleration / deceleration control unit so that the estimated regenerative energy generation amount is equal to or less than a current load amount.

2. a flight control unit that, when the speed command is transmitted, calculates a rate of change in power output per hour from a current power output to a target power output, and determines an optimal flight mode from among a plurality of preset flight modes based on the calculated rate of change in power output; 2. The electric propulsion control system for a vessel according to claim 1, further comprising an operation mode conversion unit that converts one of the plurality of operation modes into a corresponding operation mode according to the operation mode determined by the operation control unit, and transmits the converted operation mode to the acceleration / deceleration control unit.

3. The acceleration / deceleration control unit a speed controller that compares a current propeller speed of the vessel with a target propeller speed and outputs a torque command value; a power change rate limiter that modifies the torque command value from the speed controller in response to the engine power output characteristics of the vessel, the generator power output of the vessel, and the current operating mode; 2. The marine vessel electric propulsion control system according to claim 1, further comprising a safe operating range setter that limits the corrected torque command value from the power change rate limiter to the safe operating range.

4. The operation control unit an output change rate calculation unit that calculates an output change rate per time to the target output amount based on the current output amount when the speed command is transmitted; 3. The electric propulsion control system for a ship according to claim 2, further comprising an optimal navigation mode determination unit that compares the power change rate calculated by the power change rate calculation unit with power change rates that can be implemented in each of the plurality of navigation modes to confirm whether the power change rate is feasible in the current navigation mode, and determines an optimal navigation mode from among the plurality of navigation modes based on the comparison of the power change rates.

5. The operation mode conversion unit is An operation mode unit for each output characteristic having a preset normal mode and a fast mode; an engine fuel-specific operation mode unit having preset fuel modes and gas modes; A navigation mode unit for each ship position having a preset normal navigation mode and a port mode is included, 5. The electric propulsion control system for a ship according to claim 4, wherein, depending on the operation mode determined by the operation control unit, the operation mode is converted into a suitable operation mode from among the modes of the operation mode section for each output characteristic, the operation mode section for each engine fuel, and the operation mode section for each ship position, and transmitted to the safe operation range setting device.

6. The regenerative energy control unit a regenerative energy generation amount estimating unit that estimates a regenerative energy generation amount based on a current propeller speed and a torque command calculated by the speed controller; a comparison unit that compares the regenerative energy generation amount estimated by the regenerative energy generation amount estimation unit with the current load amount; 2. The marine vessel electric propulsion control system according to claim 1, further comprising: a torque control unit that controls a torque limit of the safe operating range setting device so that the estimated amount of regenerative energy generation is equal to or less than the current load amount.

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