Ship control device, control method, and control program

Abstract

To provide a technology capable of suppressing deterioration of fuel consumption of a ship by suppressing fluctuation of a load of a main machine by a new method.SOLUTION: A control device for a ship 1 of the present invention comprises: a main machine 21; a shaft generator 22; an acquisition unit that acquires current rotational speed of the main machine 21 and target rotational speed of the main machine 21; a calculation unit that calculates required propeller torque that is output torque that is required by a propeller 23 of the ship 1 so that the rotational speed of the main machine 21 becomes the target rotational speed, based on the current rotational speed and the target rotational speed; and a control unit that controls the shaft generator 22 based on time-varying amount of the current requested propeller torque.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device, a control method, and a control program for a ship. [Background technology]

[0002] For example, Patent Document 1 describes a technology for supplying power to a ship's propulsion force and onboard power loads. The technology in Patent Document 1 controls the power generation amount and propulsion force of a shaft generator based on the amount of change per unit time (amount of change over time) in the current rotational speed of the propeller or motor, so as to suppress fluctuations in the load on the main engine and prevent deterioration of the ship's fuel efficiency. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-116070 Summary of the Invention [Problem to be solved by the invention]

[0004] The present invention aims to propose a technique for suppressing the deterioration of fuel efficiency of a ship by suppressing fluctuations in the load on the main engine using a method different from that of Patent Document 1. [Means for solving the problem]

[0005] In order to solve the above problem, a ship control device of one embodiment of the present invention comprises: a main engine for generating propulsive force for propelling the ship; a shaft generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electric power to be supplied to an inboard busbar by rotation of the output shaft and generating propulsive force for propelling the ship by outputting torque using the electric power supplied via the inboard busbar; an acquisition unit that acquires the current rotational speed of the main engine and a target rotational speed of the main engine; a calculation unit that calculates a required propeller torque, which is the output torque required for a propeller of the ship to set the rotational speed of the main engine to the target rotational speed based on the current rotational speed and the target rotational speed; and a control unit that controls the shaft generator based on the amount of change over time of the current required propeller torque.

[0006] A control method for a ship of one embodiment of the present invention is a control method for a ship comprising a main engine for generating propulsive force for propelling the ship, and a shaft generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electric power to be supplied to an inboard busbar by rotation of the output shaft and generating propulsive force for propelling the ship by outputting torque using the electric power supplied via the inboard busbar, the method comprising the steps of acquiring the current rotational speed of the main engine and a target rotational speed of the main engine, calculating a required propeller torque, which is the output torque required for a propeller of the ship to set the rotational speed of the main engine to the target rotational speed based on the current rotational speed and the target rotational speed, and controlling the shaft generator based on the amount of change over time in the current required propeller torque.

[0007] A control program for a ship of one embodiment of the present invention is a control program for a ship equipped with a main engine for generating propulsive force for propelling the ship, and a shaft generator connected to the output shaft of the main engine and capable of selectively executing the functions of generating electric power to be supplied to an inboard busbar by rotating the output shaft, and generating propulsive force for propelling the ship by outputting torque using the electric power supplied via the inboard busbar, and causes a computer to execute the following steps: acquiring the current rotational speed of the main engine and a target rotational speed of the main engine; calculating a required propeller torque, which is the output torque required for a propeller of the ship in order to set the rotational speed of the main engine to the target rotational speed based on the current rotational speed and the target rotational speed; and controlling the shaft generator based on the amount of change over time in the current required propeller torque.

[0008] Any combination of the above, or mutual substitution of the components or expressions of the present invention among methods, devices, programs, temporary or non-temporary storage media on which programs are recorded, systems, etc., are also valid aspects of the present invention. [Effects of the Invention]

[0009] According to the present invention, it is possible to suppress fluctuations in the load on the main engine using a new method, thereby suppressing deterioration in fuel efficiency of the ship. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a block diagram schematically illustrating a vessel according to a first embodiment. [Figure 2] FIG. 2 is a functional block diagram of an ECU according to the first embodiment. [Figure 3] 4 is a flowchart illustrating processing of an ECU according to the first embodiment. [Figure 4] 10 is a flowchart illustrating a calculation process of an increase in output torque of a shaft generator. [Figure 5] 10 is a flowchart illustrating a process for calculating an increase in the amount of power generated by a shaft generator. [Figure 6] FIG. 4 is a block diagram schematically illustrating a vessel according to a second embodiment. [Figure 7] FIG. 10 is a functional block diagram of an ECU according to a second embodiment. [Figure 8] 10 is a flowchart showing processing of an ECU according to a second embodiment. [Figure 9] FIG. 10 is a diagram for explaining a method for determining the discharge amount of a battery. [Figure 10] FIG. 10 is a diagram for explaining a method for determining the charge amount of a battery. DETAILED DESCRIPTION OF THE INVENTION

[0011] In the following embodiments and modifications, the same or equivalent components and members are denoted by the same reference numerals, and redundant explanations are omitted where appropriate. The dimensions of the members in each drawing are enlarged or reduced as appropriate for ease of understanding. Some members that are not important for explaining the embodiments are omitted from the drawings.

[0012] First embodiment 1 is a block diagram that schematically illustrates a ship 1 according to a first embodiment. The ship 1 includes a telegraph 10, a propulsion generating unit 20, an auxiliary machine 30, an AC grid 40, and an ECU (electronic control unit) 100. The propulsion generating unit 20 includes a main engine 21, a shaft generator 22, and a propeller 23. The AC grid 40 includes an AC distribution panel 41, an inverter / converter 42, and an inverter 43. The inverter / converter 42, the auxiliary machine 30, the AC grid 40, and an onboard load 80 are connected via an onboard bus 60.

[0013] The telegraph 10 is disposed, for example, on the bridge of a ship and supplies a thrust command value to the ECU 100 .

[0014] The main engine 21 generates a propulsive force for propelling the vessel 1 by rotating and driving the propeller 23 via the output shaft 21a. The main engine 21 can be an internal combustion engine, for example a diesel engine. The output shaft 21a of the main engine 21 is connected to the shaft generator 22 and the propeller 23. The main engine 21 is driven at a rotational speed according to a propulsion force command value from the telegraph 10. Note that the telegraph 10 can input a command based on the vessel speed (ship speed over ground or ship speed through water), and the propulsion force command value may be a value indicating the rotational speed required to achieve the vessel speed.

[0015] The shaft generator 22 is configured to be able to selectively function as a generator that generates electric power to be supplied to the inboard bus 60 by rotation of the output shaft 21a of the main engine 21, and as an electric motor that generates propulsion force for propelling the ship 1 by outputting torque using electric power supplied via the inboard bus 60. The shaft generator 22 is disposed on the output shaft 21a of the main engine 21 between the main engine 21 and the propeller 23. The electric power generated by the shaft generator 22 is supplied to the AC grid 40 via an inverter / converter 42. The rotational driving force of the shaft generator 22 is transmitted to the propeller 23 via the output shaft 21a of the main engine 21, thereby providing propulsion force for the ship 1.

[0016] The auxiliary machinery 30 generates electric power used within the vessel 1. The auxiliary machinery 30 includes an auxiliary engine (not shown) and an auxiliary generator (not shown) that is driven by the auxiliary engine to generate electric power to be supplied to the inboard bus 60. The auxiliary machinery 30 is, for example, a diesel generator composed of a diesel engine and an auxiliary generator. The rotational driving force generated by the diesel engine of the auxiliary machinery 30 is converted into electric power by the auxiliary generator.

[0017] The power generated by the auxiliary machinery 30 is supplied to the AC distribution panel 41 of the AC grid 40 via the inboard bus 60. Furthermore, the power generated by the shaft generator 22 is supplied to the AC distribution panel 41 via an inverter / converter 42. The AC distribution panel 41 distributes the supplied power and supplies it to the onboard loads 80 via an inverter 43. The onboard loads 80 include loads of all the equipment that receives power supply via the inboard bus 60 and consumes power in the ship 1, such as lighting equipment, air conditioning equipment, navigation equipment, and electric pumps installed on the ship 1, as well as the main engine 21, shaft generator 22, auxiliary machinery 30, AC grid 40, and ECU 100.

[0018] The ECU 100 includes an integrated control ECU 101, a main engine ECU 102, an auxiliary engine ECU 103, and a power control ECU 104. The main engine ECU 102 and the auxiliary engine ECU 103 control the main engine 21 and the auxiliary engine 30, respectively. The power control ECU 104 controls the AC distribution panel 41, the inverter / converter 42, and the inverter 43 of the AC grid 40, thereby controlling the supply and demand of power within the ship. The integrated control ECU 101 is a higher-level unit of the main engine ECU 102, the auxiliary engine ECU 103, and the power control ECU 104, and optimally controls each of them. The ECU 100 may include the integrated control ECU 101, the main engine ECU 102, the auxiliary engine ECU 103, and the power control ECU 104 integratedly within a single device, or these ECUs may be separately provided in separate devices. The ECU 100 of this embodiment is an example of a control device for the ship 1.

[0019] The rotational speed sensor 71 is attached to the output shaft 21a of the main engine 21 and measures the rotational speed of the main engine 21. The rotational speed signal measured by the rotational speed sensor 71 is supplied to the ECU 100. The power consumption sensor 72 is provided between the inverter 43 and the onboard loads 80 and measures the current amount of power consumption in the boat 1. The amount of power consumption here is the power consumed by the onboard loads 80, that is, the power consumed by devices in the boat 1 that receive power supply via the inboard bus 60. The power consumption signal measured by the power consumption sensor 72 is supplied to the ECU 100.

[0020] Fig. 2 is a functional block diagram of the ECU 100. Each functional block shown in Fig. 2 and other figures can be realized in terms of hardware by electronic elements and mechanical parts, such as a computer CPU, and in terms of software by a computer program, but here we will depict functional blocks realized by the cooperation of these. Therefore, it will be understood by those skilled in the art that these functional blocks can be realized in various ways by combining hardware and software.

[0021] The ECU 100 includes an acquisition unit 110, a calculation unit 120, a control unit 130, and a storage unit 140. The acquisition unit 110 includes a rotation speed acquisition unit 111 and a power consumption amount acquisition unit 112.

[0022] The rotational speed acquisition unit 111 acquires the current rotational speed of the main engine 21 and the target rotational speed of the main engine 21. The current rotational speed of the main engine 21 is acquired, for example, from the measurement value of the rotational speed sensor 71. The target rotational speed of the main engine 21 is acquired, for example, based on the propulsion force command value input from the telegraph 10. The power consumption amount acquisition unit 112 acquires the current amount of power consumption in the vessel 1. The current amount of power consumption in the vessel 1 is acquired, for example, from the measurement value of the power consumption amount sensor 72.

[0023] The calculation unit 120 calculates the required propeller torque based on the current rotation speed and the target rotation speed. The required propeller torque is the output torque required for the propeller to make the current rotation speed of the main engine 21 equal to the target rotation speed. The calculation unit 120 of this embodiment calculates the required propeller torque using PID control based on, for example, a comparison between the current rotation speed and the target rotation speed.

[0024] The control unit 130 controls the main engine 21, the auxiliary engine 30, and the AC grid 40. The control unit 130 also controls the shaft generator 22 through integrated control of the main engine 21, the auxiliary engine 30, and the AC grid 40.

[0025] Here, when the main engine 21 is operating at a constant rotational speed based on a propulsion force command value from the telegraph 10, if the ship 1 is subjected to a large disturbance (such as waves, currents, or wind), the required propeller torque fluctuates significantly. In this case, the distance traveled by the ship per unit capacity of fuel decreases, or the amount of fuel consumed per unit distance increases. In other words, the fuel efficiency of the main engine 21 deteriorates. To suppress the deterioration of fuel efficiency due to the influence of such disturbances, the control unit 130 of this embodiment performs peak shaving, which suppresses fluctuations in the required propeller torque, by controlling the shaft generator 22 to reduce the amount of change over time in the current required propeller torque of the main engine 21. In peak shaving, if the required propeller torque increases or decreases due to the influence of disturbances, for example, the output torque of the shaft generator 22 is increased or decreased so as to keep the required propeller torque of the main engine 21 constant. This control will be described later.

[0026] The storage unit 140 stores various programs, threshold values, etc. The storage unit 140 also stores the required propeller torque in chronological order.

[0027] 3 is a flowchart showing processing S100 of the ECU 100 according to the first embodiment. This flowchart illustrates an example in which the boat 1 is subjected to a disturbance while the main engine 21 is operating and the shaft generator 22 is idling, generating propulsive force for the boat, and the auxiliary engine 30 is operating and supplying power to the onboard loads 80.

[0028] In step S101, the acquisition unit 110 acquires the current rotation speed Ne of the main engine 21, the target rotation speed, and the current power consumption Pd of the ship 1. The acquisition unit 110 supplies the acquired current rotation speed Ne, the target rotation speed, and the current power consumption Pd to the calculation unit 120.

[0029] In step S102, the calculation unit 120 calculates the current required propeller torque based on the current rotation speed Ne and the target rotation speed. The calculated required propeller torque is stored in the storage unit 140.

[0030] In step S103, the calculation unit 120 calculates the amount of change in the current required propeller torque over time, ΔTp, based on the time-series data of the required propeller torque. The amount of change in the current required propeller torque over time is, for example, the amount of change in the required propeller torque over time in an instantaneous, very short period of time on the order of milliseconds.

[0031] In step S104, the calculation unit 120 determines whether the calculated time change amount ΔTp is greater than a positive threshold value ΔT1. This positive threshold value ΔT1 is set, for example, so as to be larger when the current rotation speed Ne of the main engine 21 is relatively large than when it is relatively small. For example, the positive threshold value ΔT1 may be set so as to increase linearly or nonlinearly as the current rotation speed Ne increases, or may be set so as to increase in a stepwise manner as the current rotation speed Ne increases. If the time change amount ΔTp is greater than the positive threshold value ΔT1 (Y in S104), the process S100 proceeds to step S105.

[0032] In step S105, the calculation unit 120 calculates the amount by which the output torque of the shaft generator 22 is to be increased (hereinafter referred to as the "output torque increase amount") ΔTsi. Here, the increase amount of the output torque of the shaft generator 22 is determined with an upper limit of the output torque equivalent to the amount of spare power (Pgm-Pd) that the auxiliary 30 can further supply. Here, Pgm is the maximum power generation amount of the auxiliary 30, and in this embodiment, it is the amount of power obtained by subtracting a predetermined power generation margin from the amount of power that the auxiliary 30 can output, as determined by the specifications of the auxiliary 30. The power generation margin is set in advance taking into consideration the type of ship, equipment specifications, operation mode, and the range of sudden fluctuations in power consumption. The calculation process S105 of the increase amount of the output torque of the shaft generator 22 will be explained using Figure 4.

[0033] In step S121, the calculation unit 120 calculates a provisional value ΔTsi1=ΔTp−ΔT1 of the increase in the output torque of the shaft generator 22.

[0034] In step S122, the calculation unit 120 determines whether the provisional value ΔTsi1 of the increase in the output torque of the shaft generator 22 is greater than K1(Pgm-Pd)+Ts'. Here, K1 is a coefficient for converting the amount of electric power into output torque. Furthermore, Ts' is the output torque of the shaft generator 22 that is expected when peak shaving is not taken into consideration. For example, when the propulsive force of the ship is generated using only the output torque of the main engine 21, such as during normal operation, the output torque of the shaft generator 22 is 0, so Ts'=0. Furthermore, when the propulsive force of the ship is generated using the output torque of the shaft generator 22, such as when maneuvering the ship at a low ship speed in a harbor, the output torque of the shaft generator 22 at that time is Ts'.

[0035] If ΔTsi1 is greater than K1(Pgm-Pd)+Ts' (Y in S122), step S105 proceeds to step S123. In step S123, the calculation unit 120 determines the increase amount ΔTsi of the output torque of the shaft generator 22 to be K1(Pgm-Pd)+Ts'.

[0036] If ΔTsi1 is not greater than K1(Pgm−Pd)+Ts′ (N in S122), step S105 proceeds to step S124. In step S124, the calculation unit 120 determines the increase ΔTsi in the output torque of the shaft generator 22 to be ΔTp−ΔT1.

[0037] After step S123 or S124, step S105 ends. After step S105, the process S100 proceeds to step S106.

[0038] 3, in step S106, the calculation unit 120 calculates the increase ΔTmi of the output torque of the main engine 21. Here, the increase ΔTmi (=ΔTp−ΔTsi) is determined so as to increase the output torque of the main engine 21 by an amount obtained by subtracting the increase ΔTsi of the output torque of the shaft generator 22 from the time change ΔTp of the required propeller torque.

[0039] The calculation unit 120 supplies the calculation results of steps S105 and S106 to the control unit 130, and step S106 ends. After step S106, the process S100 proceeds to step S110. Step S110 will be described later. Returning to step S104, if the time change amount ΔTp is not greater than the positive threshold value ΔT1 (N in S104), the process S100 proceeds to step S107.

[0040] 3, in step S107, the calculation unit 120 determines whether the calculated time change ΔTp is smaller than the negative threshold ΔT2. If the time change ΔTp is larger than the negative threshold ΔT2 (Y in S107), the process S100 proceeds to step S108.

[0041] In step S108, the calculation unit 120 calculates the amount by which the power generation amount of the shaft generator 22 is to be increased (hereinafter referred to as the "increase in power generation amount") ΔPsi. Here, the power generation amount of the shaft generator 22 is increased with the power generation amount of the auxiliary machine 30, which has become possible to decrease due to the decrease in the required propeller torque, as the upper limit. The calculation process S108 of the increase in power generation amount of the shaft generator 22 will be described with reference to Figure 5.

[0042] In step S141, the calculation unit 120 calculates a provisional value ΔPsi1=(ΔTp-ΔT2)*Ne*ηsg / C of the increase in the amount of power generated by the shaft generator 22. Here, ηsg is the power generation efficiency of the shaft generator 22 and is set based on the specifications of the shaft generator 22. C is a constant.

[0043] In step S142, the calculation unit 120 determines whether the provisional value ΔPsi1 of the increase in the power generation amount of the shaft generator 22 is smaller than PDmin-Pd+Ps', where PDmin is the minimum power generation amount that the auxiliary equipment 30 can generate without stopping the auxiliary equipment 30, and Ps' is the power generation amount of the shaft generator 22 when peak shaving is not taken into consideration.

[0044] If ΔPsi1 is smaller than PDmin−Pd+Ps′ (Y in S143), step S108 proceeds to step S144. In step S144, the calculation unit 120 determines the increase ΔPsi in the amount of power generated by the shaft generator 22 to be PDmin−Pd+Ps′.

[0045] If ΔPsi1 is not smaller than PDmin−Pd+Ps′ (N in S143), step S108 proceeds to step S145. In step S145, the calculation unit 120 determines the increase ΔPsi in the power generation amount of the shaft generator 22 as (ΔTp−ΔT2)*Ne*ηsg / C.

[0046] After step S144 or S145, step S108 ends. After step S108, the process S100 proceeds to step S109.

[0047] In step S109, the calculation unit 120 calculates the amount by which the output torque of the main engine 21 is to be reduced (hereinafter referred to as "output torque reduction amount") ΔTmd. Here, the output torque reduction amount ΔTmd (= ΔTp - ΔTs) is determined so as to increase the output torque of the main engine 21 by an amount obtained by subtracting the output torque increase amount ΔTs of the shaft generator 22 from the required propeller torque change amount over time ΔTp.

[0048] The calculation unit 120 supplies the calculation results in steps S108 and S109 to the control unit 130, and step S109 ends. After step S109, the process S100 proceeds to step S110.

[0049] In step S110, the control unit 130 controls the main engine 21 and the shaft generator 22 based on the supplied calculation results. For example, when the increase amount ΔTsi of the output torque of the shaft generator 22 and the increase amount ΔTmi of the output torque of the main engine 21 are supplied via steps S105 and S106, the control unit 130 controls the amount of power supplied from the auxiliary engine 30 to the shaft generator 22 to increase the output torque of the shaft generator 22 by ΔTsi, and increases the amount of fuel supplied to the main engine 21 to increase the output torque of the main engine 21 by ΔTmi. For example, when an increase ΔPsi in the power generation amount of the shaft generator 22 and an increase ΔTmd in the output torque of the main engine 21 are supplied via steps S108 and S109, the control unit 130 transmits the rotational driving force of the main engine 21 to the shaft generator 22 to increase the power generation amount of the shaft generator 22 by ΔPsi, and decreases the output torque of the main engine 21 by ΔTmd by supplying rotational driving force to the shaft generator 22 and reducing the amount of fuel supplied to the main engine 21.

[0050] After step S110, the process S100 ends.

[0051] Returning to step S107, if the time change amount ΔTp is not greater than the negative threshold value ΔT2 (N in S107), the process S100 proceeds to step S111.

[0052] In step S111, the control unit 130 controls the main machine 21 so as to increase or decrease the output torque of the main machine 21 by the amount of change in the required torque over time ΔTp. Here, if the amount of change in the required torque over time ΔTp is a positive value, the output torque of the main machine 21 is increased by the amount of change in the required torque over time ΔTp, and if the amount of change in the required torque over time ΔTp is a negative value, the output torque of the main machine 21 is decreased by the amount of change in the required torque over time ΔTp.

[0053] After step S111, the process S100 ends.

[0054] As described above, in this embodiment, the shaft generator 22 is controlled based on the amount of change over time in the current required propeller torque. This configuration makes it easier to set the control parameters for the main engine 21. For example, if the main engine 21 is a diesel engine as in this embodiment, the phenomenon in which a sudden increase in the load on the main engine 21 reduces the excess air ratio and deteriorates fuel efficiency is determined by the required propeller torque of the main engine 21, not the rotational speed of the main engine 21. Also, even if the main engine 21 is a gas engine, for example, in an actual engine test that quantifies the risk of transient misfire when the fuel injection amount is suddenly increased while the rotational speed of the main engine 21 is kept constant, the extent to which operation without misfire is possible is determined by the required propeller torque, not the rotational speed.

[0055] In this embodiment, when the amount of change in the required propeller torque over time is greater than a positive threshold or less than a negative threshold, that is, when the magnitude of the amount of change in the required propeller torque over time is greater than the threshold, the control unit 130 controls the shaft generator 22 to reduce the amount of change in the required propeller torque over time. With this configuration, even when the ship is subjected to external disturbances, fluctuations in the required propeller torque of the main engine 21 can be suppressed, thereby suppressing deterioration in fuel efficiency of the main engine 21.

[0056] In this embodiment, when the change in the required propeller torque over time is greater than a positive threshold, the control unit 130 reduces the amount of power generated by the shaft generator 22, with the amount of power based on the difference Pgm-Pd between the maximum power generation amount Pgm that the auxiliary equipment 30 can output and the amount of power consumption Pd as the upper limit. This configuration allows the auxiliary equipment 30 to appropriately supply power to the onboard loads 80, even when the required propeller torque increases significantly due to a disturbance to the vessel, thereby improving the fuel efficiency of the auxiliary equipment 30 and efficiently obtaining propulsion power using the shaft generator 22. Note that when the change in the required propeller torque over time is greater than the positive threshold, the control unit 130 may increase the output torque of the shaft generator 22, with the output torque being based on the amount of power based on the difference Pgm-Pd as the upper limit. Furthermore, the control unit 130 is not limited to cases where the change in the required propeller torque over time is greater than a positive threshold. For example, the control unit 130 may reduce the amount of power generated by the shaft generator 22 or increase the output torque of the shaft generator 22, as described above, when the change in the required propeller torque over time is greater than a positive value.

[0057] In this embodiment, when the change in the required propeller torque over time is greater than a positive threshold, the control unit 130 increases the output torque of the main engine 21 by an amount obtained by subtracting the increase in the output torque of the shaft generator 22, ΔTsi, from the change in the required propeller torque over time. According to this configuration, when the ship is subjected to a disturbance and the required propeller torque increases significantly, the output torque of the main engine 21 can be appropriately increased to compensate for the change in the required propeller torque over time, thereby effectively suppressing deterioration in fuel efficiency. Note that, as described above, when the output torque of the shaft generator 22 is increased with an upper limit of the output torque corresponding to the amount of power based on the difference Pgm-Pd, the control unit 130 may also increase the output torque of the main engine 21 by an amount obtained by subtracting the increase in the output torque of the shaft generator 22. Furthermore, the increase in the output torque of the main engine 21 is not limited to when the change in the required propeller torque over time is greater than a positive threshold. For example, the increase in the output torque of the main engine 21 may be performed when the change in the required propeller torque over time is greater than a positive value.

[0058] In this embodiment, when the change in the required propeller torque over time is smaller than the negative threshold, the control unit 130 increases the power generation amount of the shaft generator 22, with an upper limit of the amount of power based on the difference between the power consumption Pd and the minimum power generation amount Pdmin of the accessories 30 that can generate power without stopping the accessories 30. With this configuration, even when the ship is subjected to an external disturbance and the required propeller torque is significantly reduced, it is possible to suppress excessive power supply from the accessories 30 to the onboard loads 80, thereby suppressing deterioration in fuel efficiency of the accessories 30, and to efficiently generate propulsion power using the shaft generator 22. Note that the control unit 130 may also reduce the output torque of the shaft generator 22, with an upper limit of the output torque corresponding to the amount of power based on the difference. Furthermore, the control unit 130 is not limited to cases where the change in the required propeller torque over time is smaller than the negative threshold. For example, when the change in the required propeller torque over time is smaller than a negative value, the control unit 130 may increase the power generation amount of the shaft generator 22 or reduce the output torque of the shaft generator 22, as described above.

[0059] In this embodiment, when the change in the required propeller torque over time is smaller than the negative threshold, the control unit 130 reduces the output torque of the main engine 21 by an amount obtained by subtracting torque corresponding to the increase in the amount of power generated by the shaft generator 22 from the change in the required propeller torque over time. According to this configuration, when the ship is subjected to a disturbance and the required propeller torque decreases significantly, the output torque of the main engine 21 can be appropriately reduced to compensate for the change in the required propeller torque over time, thereby effectively suppressing deterioration in fuel efficiency. When reducing the output torque of the shaft generator 22 with an upper limit set to an output torque corresponding to the amount of power generated based on the difference, the control unit 130 may reduce the output torque of the main engine 21 by an amount obtained by subtracting the decrease in the output torque of the shaft generator 22. Furthermore, the case where the change in the required propeller torque over time is smaller than the negative threshold is not limited. For example, the control unit 130 may reduce the output torque of the main engine 21 as described above when the change in the required propeller torque over time is smaller than a negative value.

[0060] Modifications of the embodiment will be described below.

[0061] In the embodiment, an example has been shown in which the principles of the present invention are applied when peak shaving is performed, but the present invention is not limited to this, and the principles of the present invention may be applied to other processes different from peak shaving.

[0062] In the embodiment, an example has been described in which the shaft generator 22 is in an idling state, but the present invention is not limited to this, and the principles of the present invention can also be applied to a case in which the ship is subjected to a disturbance while the shaft generator 22 is in an operating state (power generating state). In this case, for example, in step S105, instead of calculating the increase in the output torque of the shaft generator 22, the decrease in the amount of power generated by the shaft generator 22 may be calculated. In this case, in the next step S106, the output torque of the main engine 21 may be increased by an amount obtained by subtracting the torque corresponding to the decrease in the amount of power generated by the shaft generator 22.

[0063] The principles of the present invention are also applicable to a case where the ship is subjected to a disturbance while the shaft generator 22 is receiving power from the auxiliary machine 30 and outputting torque. In this case, for example, in step S107, instead of calculating the increase in the amount of power generation of the shaft generator 22, the decrease in the output torque of the shaft generator 22 may be calculated. In this case, in the next step S108, the output torque of the main engine 21 may be decreased by an amount obtained by subtracting the decrease in the output torque of the shaft generator 22.

[0064] The above-mentioned thresholds and constants are set in advance taking into consideration the fuel efficiency, transient response, risk of misfire and knocking of the main engine 21, etc., but they may also be corrected or changed in accordance with changes in the performance of the main engine 21 due to deterioration of the main engine 21 or changes in fuel properties while monitoring the actual operating conditions of the main engine 21.

[0065] In the embodiment, the shaft generator 22 is controlled by executing the processes shown in Figures 3 to 5, but this is not limiting. For example, the shaft generator 22 may be controlled so as to reduce the amount of change over time in the required propeller torque of the main engine 21 based on output data of a calculation model that includes at least the required propeller torque and the amount of power consumed by the ship as input data and includes an instruction value for the output torque or amount of power generated by the shaft generator 22 as output data. This calculation model may be a trained model that has been trained by machine learning using a neural network, for example. Furthermore, this calculation model (trained model) may further include, as output data, an instruction value for the output torque of the main engine 21, an instruction value for the amount of power generated by the auxiliary engine 30, etc.

[0066] Second embodiment A second embodiment of the present invention will be described below. In the drawings and description of the second embodiment, components and members that are the same as or equivalent to those in the first embodiment will be given the same reference numerals. Explanations that overlap with the first embodiment will be omitted as appropriate, and the description will focus on the configurations that differ from the first embodiment.

[0067] FIG. 6 is a block diagram schematically illustrating a marine vessel 1 according to a second embodiment. The AC grid of the marine vessel 1 according to the second embodiment further includes a battery 44 and a bidirectional inverter / converter 45. The battery 44 is a battery that can be repeatedly charged and discharged, such as a lead-acid battery, a nickel-metal hydride battery, or a lithium-ion battery. The battery 44 is connected to the AC distribution panel 41 via the bidirectional inverter / converter 45. A SOC sensor 73 is attached to the battery 44 to detect the SOC (state of charge) of the battery 44. The SOC sensor detects the SOC based on, for example, the voltage of the battery 44. The bidirectional inverter / converter 45 can selectively convert AC current from the AC distribution panel 41 into DC current and supply it to the battery 44 when charging the battery 44, and convert DC current from the battery 44 into AC current and supply it to the AC distribution panel 41 when discharging the battery 44. The bidirectional inverter / converter 45 is controlled by a power control ECU.

[0068] 7 is a functional block diagram of the ECU 100 of the second embodiment. The acquisition unit 110 of the ECU 100 of the second embodiment further includes an SOC acquisition unit 113 that acquires the SOC of the battery 44. The SOC acquisition unit 113 acquires the SOC from the SOC sensor 73, for example.

[0069] Fig. 8 is a flowchart showing processing S200 of the ECU in the first embodiment. Steps S201 to S204, S206 to S208, and S210 to S213 in Fig. 8 are basically the same as steps S101 to S111 in Fig. 3 except where otherwise noted, and therefore, explanations of overlapping content may be omitted.

[0070] In step S201, the acquisition unit 110 acquires the current rotation speed Ne, the target rotation speed, the current power consumption Pd of the ship, and the SOC of the main engine 21. The acquisition unit 110 supplies the acquired current rotation speed Ne, the target rotation speed, the current power consumption Pd, and the SOC to the calculation unit 120.

[0071] After that, after steps S202 to S204, in step S205, the calculation unit 120 calculates the discharge amount Pb of the battery 44 based on the SOC. A method for determining the discharge amount Pb of the battery 44 will be illustrated using Fig. 9. For example, as shown in Fig. 9, the discharge amount Pb is determined so that the discharge amount Pb is set to 0 so that the battery 44 does not discharge until the SOC of the battery 44 exceeds a predetermined discharge reference value, and the discharge amount Pb increases in proportion to the SOC after the SOC exceeds the predetermined discharge reference value.

[0072] In step S206, an increase ΔTsi in the output torque of the shaft generator 22 is determined, with the output torque corresponding to the amount of power (Pgm+Pb-Pd) that can further be supplied by the accessories 30 and the battery 44 as the upper limit. The method of calculating the increase ΔTsi in the output torque of the shaft generator 22 in the second embodiment is basically the same as the example shown in FIG. 4, and it is sufficient to replace (Pgm-Pd) with (Pgm+Pb-Pd) in steps S122 and S123 of FIG. 4. As described above, instead of the increase in the output torque of the shaft generator 22, the decrease in the amount of power generated by the shaft generator 22 may be determined. If power supply is required to increase the output torque of the shaft generator 22, it is preferable to supply power with priority given to discharging the battery 44. Thereafter, steps S207 and S212 are carried out, and the process S200 ends.

[0073] If the time change ΔTp is greater than the negative threshold ΔT2 (Y in S208), in step S209, the calculation unit 120 calculates the charge amount Pc of the battery 44 based on the SOC. A method for determining the charge amount Pc of the battery 44 will be illustrated using Fig. 10. For example, as shown in Fig. 10, the charge amount Pc is determined such that the battery 44 is charged with a predetermined charge amount until the SOC of the battery 44 exceeds a predetermined charge reference value, and then the charge amount Pc is reduced in proportion to the SOC after the SOC exceeds the predetermined charge reference value.

[0074] In step S210, the increase ΔPsi in the power generation amount of the shaft generator 22 is determined with the power generation amount of the accessories 30, which can be reduced due to the reduction in the required propeller torque, as the upper limit. The method of calculating the increase ΔPsi in the power generation amount of the shaft generator 22 in the second embodiment is basically the same as the example shown in FIG. 5, and it is sufficient to replace (PDmin-Pd+Ps') in steps S142 and S143 of FIG. 5 with (PDmin-Pd-Pc+Ps'). As described above, instead of the increase ΔPsi in the power generation amount of the shaft generator 22, the decrease in the output torque of the shaft generator 22 may be determined. It is preferable that the electric power generated by the shaft generator 22 is preferentially supplied to the battery 44 for charging. Thereafter, steps S211 and S212 are performed, and processing S200 ends.

[0075] In the second embodiment, a margin is provided for the storage / discharge capacity of the battery 44 and for the increase / decrease in the amount of power generated by the shaft generator 22 and the output torque. This allows peak shaving to be performed more effectively, further suppressing deterioration in fuel economy.

[0076] In the second embodiment, when the change in the required propeller torque over time is greater than a positive threshold, the control unit 130 reduces the amount of power generated by the shaft generator 22, with the amount of power indicated by Pgm+Pb-Pd as its upper limit, or increases the output torque of the shaft generator 22, with the torque corresponding to the amount of power indicated by Pgm+Pb-Pd as its upper limit. With this configuration, even when the vessel is subjected to a disturbance and the required propeller torque increases significantly, the auxiliary machinery 30 and the battery 44 can appropriately supply power to the onboard loads 80, improving the fuel efficiency of the auxiliary machinery 30 and enabling efficient generation of propulsion power using the shaft generator 22. Note that the case where the change in the required propeller torque over time is not limited to a case where it is greater than a positive threshold, and for example, when the change in the required propeller torque over time is greater than a positive value, the control unit 130 may reduce the amount of power generated by the shaft generator 22 or increase the output torque of the shaft generator 22, as described above.

[0077] In the second embodiment, when the change in the required propeller torque over time is smaller than the negative threshold, the control unit 130 increases the power generation amount of the shaft generator 22 up to an upper limit of the amount of power indicated by PDmin - Pd - Pc, or decreases the output torque of the shaft generator 22 up to an upper limit of the torque corresponding to the amount of power indicated by PDmin - Pd - Pc. With this configuration, even when the ship is subjected to an external disturbance and the required propeller torque decreases significantly, it is possible to suppress excessive power supply from the accessories 30 and the battery 44 to the onboard loads 80, thereby suppressing deterioration in fuel efficiency of the accessories 30, and to efficiently obtain propulsion power using the shaft generator 22. Furthermore, the case where the change in the required propeller torque over time is not limited to being smaller than the negative threshold, and the control unit 130 may increase the power generation amount of the shaft generator 22 or decrease the output torque of the shaft generator 22, as described above, when the change in the required propeller torque over time is smaller than a negative value, for example.

[0078] As a modified example of the second embodiment, when the shaft generator 22 is controlled using the above-mentioned computational model (trained model), this model may further include the SOC of the battery 44 as input data, and may further include the charge or discharge amount of the battery 44 as output data.

[0079] Any combination of the above-described embodiments and modifications is also useful as an embodiment of the present invention. A new embodiment resulting from the combination has the combined effects of the combined embodiments and modifications.

[0080] Among the embodiments disclosed herein, those configured with multiple objects may have the multiple objects integrated, and conversely, those configured with a single object may be separated into multiple objects. Regardless of whether they are integrated, it is sufficient that they are configured to achieve the purpose of the invention. Among the embodiments disclosed herein, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated, and conversely, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated. Regardless of whether the functions are integrated or distributed, it is sufficient that they are configured to achieve the purpose of the invention. [Explanation of symbols]

[0081] 1 Ship, 10 Telegraph, 20 Propulsion generating device, 21 Main engine, 22 Shaft generator, 23 Propeller, 30 Auxiliary engine, 40 AC grid, 44 Battery, 60 Inboard busbar, 80 Inboard load, 100 ECU, 110 Acquisition unit, 111 Rotational speed acquisition unit, 112 Power consumption acquisition unit, 113 SOC acquisition unit, 120 Calculation unit, 130 Control unit, 140 Memory unit.

Claims

1. a main engine for generating a thrust for propulsion of the ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; a speed acquisition unit that acquires a current rotation speed of the main engine and a target rotation speed of the main engine; a calculation unit that calculates a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; a control unit that controls the shaft generator based on the amount of change over time of the current required propeller torque; a power consumption amount acquiring unit that acquires a current power consumption amount in the ship; Equipped with A control device for a ship, wherein when the time change amount is a positive value, the control unit reduces the power generation amount of the shaft generator up to an upper limit of the amount of power based on the difference between the maximum power generation amount that the auxiliary can output and the amount of power consumed, or increases the output torque of the shaft generator up to an output torque equivalent to the amount of power based on the difference.

2. when the time change amount is a positive value, the control unit increases the output torque of the main engine by an amount obtained by subtracting, from the time change amount, a torque corresponding to a decrease in the amount of power generation in the shaft generator or an increase in the output torque of the shaft generator. The control device for a vessel according to claim 1.

3. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; a speed acquisition unit that acquires a current rotation speed of the main engine and a target rotation speed of the main engine; a calculation unit that calculates a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; a control unit that controls the shaft generator based on the amount of change over time of the current required propeller torque; a power consumption amount acquisition unit that acquires a current power consumption amount in the vessel, When the time change amount is a negative value, the control unit increases the amount of power generated by the shaft generator up to an upper limit of an amount of power based on a difference between the minimum amount of power generated by the auxiliary device that can generate power without stopping the auxiliary device and the amount of power consumed, or decreases the output torque of the shaft generator up to an upper limit of an output torque corresponding to the amount of power based on the difference. Ship control devices.

4. when the time change amount is a negative value, the control unit reduces the output torque of the main engine by an amount obtained by subtracting, from the time change amount, a torque corresponding to an increase in the amount of power generation in the shaft generator or a decrease in the output torque of the shaft generator. The control device for a vessel according to claim 3.

5. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; a battery connected to the inboard busbar and configured to be chargeable and dischargeable; a speed acquisition unit that acquires a current rotation speed of the main engine and a target rotation speed of the main engine; a calculation unit that calculates a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; a control unit that controls the shaft generator based on the amount of change over time of the current required propeller torque; a power consumption amount acquiring unit that acquires a current power consumption amount in the ship; a calculation unit that calculates a discharge amount of the battery based on an SOC of the battery, When the amount of change over time is greater than a positive value, the control unit (Maximum power generation amount of the auxiliary device) + (Discharge amount of the battery) - (Power consumption amount) Formula (1) or increasing the output torque of the shaft generator up to a torque corresponding to the amount of power expressed by the above formula (1). Ship control devices.

6. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; a battery connected to the inboard busbar and configured to be chargeable and dischargeable; a speed acquisition unit that acquires a current rotation speed of the main engine and a target rotation speed of the main engine; a calculation unit that calculates a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; a control unit that controls the shaft generator based on the amount of change over time of the current required propeller torque; a power consumption amount acquiring unit that acquires a current power consumption amount in the ship; a calculation unit that calculates a discharge amount of the battery based on an SOC of the battery; Equipped with Let PDmin be the minimum power generation amount of the auxiliary device that can generate power without stopping the auxiliary device, Pd be the power consumption amount, and Pc be the charge amount of the battery. When the amount of change over time is smaller than a negative value, the control unit PDmin-Pd-Pc Formula (2) or reduce the output torque of the shaft generator up to a torque corresponding to the amount of power expressed by the above formula (2). Ship control devices.

7. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; a speed acquisition unit that acquires a current rotation speed of the main engine and a target rotation speed of the main engine; a calculation unit that calculates a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; a control unit that controls the shaft generator based on the amount of change over time of the current required propeller torque; a power consumption amount acquiring unit that acquires a current power consumption amount in the ship; Equipped with the control unit controls the shaft generator based on the output data of a trained model that includes the required propeller torque and the power consumption amount as input data and includes an instruction value for the output torque of the shaft generator or an instruction value for the amount of power generated by the shaft generator as output data. Ship control devices.

8. When the magnitude of the time change amount is greater than a threshold value, the control unit controls the shaft generator so that the time change amount of the required propeller torque becomes smaller. The control device for a vessel according to any one of claims 1 to 7.

9. a main engine for generating a thrust for propulsion of the ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; The method for controlling a vessel, comprising: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; calculating a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; controlling the shaft generator based on a time change amount of the current required propeller torque; obtaining a current amount of power consumption on board the vessel; When the time change amount is a positive value, reducing the amount of power generated by the shaft generator with an upper limit of an amount of power based on a difference between the maximum amount of power generated by the auxiliary device and the amount of power consumed, or increasing the output torque of the shaft generator with an upper limit of an output torque corresponding to the amount of power based on the difference. A method for controlling a vessel, comprising:

10. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; The method for controlling a vessel, comprising: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; calculating a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; controlling the shaft generator based on a time change amount of the current required propeller torque; obtaining a current amount of power consumption on board the vessel; When the time change amount is a negative value, increasing the amount of power generated by the shaft generator up to an upper limit of an amount of power based on a difference between the minimum amount of power generated by the auxiliary device that can generate power without stopping the auxiliary device and the amount of power consumed, or decreasing the output torque of the shaft generator up to an upper limit of an output torque corresponding to the amount of power based on the difference. A method for controlling a vessel, comprising:

11. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; a battery connected to the inboard busbar and configured to be chargeable and dischargeable; The method for controlling a vessel, comprising: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; calculating a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; controlling the shaft generator based on a time change amount of the current required propeller torque; obtaining a current amount of power consumption on board the vessel; calculating a discharge amount of the battery based on an SOC of the battery; If the time change amount is greater than a positive value, (Maximum power generation amount of the auxiliary device) + (Discharge amount of the battery) - (Power consumption amount) Formula (1) or increasing the output torque of the shaft generator up to a torque corresponding to the amount of power expressed by the above formula (1); A method for controlling a vessel, comprising:

12. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; a battery connected to the inboard busbar and configured to be chargeable and dischargeable; The method for controlling a vessel, comprising: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; calculating a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; controlling the shaft generator based on a time change amount of the current required propeller torque; obtaining a current amount of power consumption on board the vessel; calculating a charge amount of the battery based on an SOC of the battery; When the minimum power generation amount of the auxiliary device that can generate power without stopping the auxiliary device is PDmin, the power consumption amount is Pd, and the charge amount of the battery is Pc, if the time change amount is smaller than a negative value, PDmin-Pd-Pc Formula (2) increasing the amount of power generated by the shaft generator up to an upper limit of the amount of power expressed by the formula (2), or decreasing the output torque of the shaft generator up to an upper limit of the torque corresponding to the amount of power expressed by the formula (2); A method for controlling a vessel, comprising:

13. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; The method for controlling a vessel, comprising: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; calculating a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; controlling the shaft generator based on a time change amount of the current required propeller torque; obtaining a current amount of power consumption on board the vessel; controlling the shaft generator based on the output data of a trained model that includes, as input data, the required propeller torque and the amount of power consumption, and includes, as output data, an instruction value for the output torque of the shaft generator or an instruction value for the amount of power generated by the shaft generator; A method for controlling a vessel, comprising:

14. a main engine for generating a thrust for propulsion of the ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; The control program for the ship includes: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; calculating a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; controlling the shaft generator based on a time change amount of the current required propeller torque; obtaining a current amount of power consumption on board the vessel; When the time change amount is a positive value, reducing the amount of power generated by the shaft generator with an upper limit of an amount of power based on a difference between the maximum amount of power generated by the auxiliary device and the amount of power consumed, or increasing the output torque of the shaft generator with an upper limit of an output torque corresponding to the amount of power based on the difference. A ship's control program for executing the above.

15. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; The control program for the ship includes: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; calculating a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; controlling the shaft generator based on a time change amount of the current required propeller torque; obtaining a current amount of power consumption on board the vessel; When the time change amount is a negative value, increasing the amount of power generated by the shaft generator up to an upper limit of an amount of power based on a difference between the minimum amount of power generated by the auxiliary device that can generate power without stopping the auxiliary device and the amount of power consumed, or decreasing the output torque of the shaft generator up to an upper limit of an output torque corresponding to the amount of power based on the difference. A ship's control program for executing the above.

16. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; a battery connected to the inboard busbar and configured to be chargeable and dischargeable; The control program for the ship includes: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; calculating a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; controlling the shaft generator based on a time change amount of the current required propeller torque; obtaining a current amount of power consumption on board the vessel; calculating a discharge amount of the battery based on an SOC of the battery; If the time change amount is greater than a positive value, (Maximum power generation amount of the auxiliary device) + (Discharge amount of the battery) - (Power consumption amount) Formula (1) or increasing the output torque of the shaft generator up to a torque corresponding to the amount of power expressed by the above formula (1); A ship's control program for executing the above.

17. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; an auxiliary machine that supplies the generated electric power to the inboard bus; a battery connected to the inboard busbar and configured to be chargeable and dischargeable; The control program for the ship includes: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; calculating a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; controlling the shaft generator based on a time change amount of the current required propeller torque; obtaining a current amount of power consumption on board the vessel; calculating a charge amount of the battery based on an SOC of the battery; When the minimum power generation amount of the auxiliary device that can generate power without stopping the auxiliary device is PDmin, the power consumption amount is Pd, and the charge amount of the battery is Pc, if the time change amount is smaller than a negative value, PDmin-Pd-Pc Formula (2) increasing the amount of power generated by the shaft generator up to an upper limit of the amount of power expressed by the formula (2), or decreasing the output torque of the shaft generator up to an upper limit of the torque corresponding to the amount of power expressed by the formula (2); A ship's control program for executing the above.

18. A main engine for generating thrust for propulsion of a ship; a shaft generator connected to an output shaft of the main engine, capable of selectively performing a function of generating electric power to be supplied to an inboard busbar by rotation of the output shaft, and a function of generating a propulsive force for propelling the ship by outputting torque using electric power supplied via the inboard busbar; The control program for the ship includes: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; calculating a required propeller torque, which is an output torque required in a propeller of the ship in order to make the rotational speed of the main engine the target rotational speed, based on the current rotational speed and the target rotational speed; controlling the shaft generator based on a time change amount of the current required propeller torque; obtaining a current amount of power consumption on board the vessel; controlling the shaft generator based on the output data of a trained model that includes, as input data, the required propeller torque and the amount of power consumption, and includes, as output data, an instruction value for the output torque of the shaft generator or an instruction value for the amount of power generated by the shaft generator; A ship's control program for executing the above.

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