TWM513842U - Dynamical system for boats and ships - Google Patents
Dynamical system for boats and ships Download PDFInfo
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Abstract
Description
一種為船舶設計的船舶動力系統，尤指一種可自由在順境策略及逆境策略間切換，以達到最佳能源利用效果的船舶動力系統。A ship power system designed for ships, especially a ship power system that can be freely switched between a good-going strategy and an adversity strategy to achieve optimal energy utilization.
自從如油電混合等雙動力系統問世之後，能源的分配的動力控制便顯得相當重要，許多和雙動力或混合動力之動力控制的相關發明如雨後春筍一般冒出。Since the advent of dual-power systems such as oil-electric hybrids, the power control of energy distribution has become very important, and many related inventions related to dual-power or hybrid power control have sprung up.
但目前所見的發明幾乎都屬於陸上載具的運用，少數的人將陸上載具的整套動力控制方法直接運用於船舶上，但如此一來除了無法讓船舶擁有最好的動力控制之外，間接地也造成了能量不必要的浪費。However, most of the inventions that have been seen so far belong to the use of land-based vehicles. A small number of people directly apply the entire power control method of the land-based vehicle to the ship, but in addition to not allowing the ship to have the best power control, indirect The ground also caused unnecessary waste of energy.
一般將陸上載具之動力控制系統主要係因在船舶的設計上，人員對於動力的相關操作與陸上載具類似，相同是透過離合器以及油門來控制載具的前進，但實際上陸上與水上需要考量的環境因素是大為不同的，一般陸上的載具可能會面臨到需要不同動力控制的情況通常是載具本身的負載量(例如載重)、重力對上下坡的影響以及剎車時所需的摩擦力等；但在水上會遇到的狀況可謂與陸上截然不同。Generally, the power control system of the land-based vehicle is mainly due to the design of the ship. The personnel-related operation of the power is similar to that of the land-mounted vehicle. The same is the control of the vehicle through the clutch and the throttle, but actually the land and water need The environmental factors considered are quite different. Generally, the vehicles on the ground may face the need for different power control. Usually the load of the vehicle itself (such as the load), the influence of gravity on the ups and downs, and the braking time. Friction, etc.; but the situation encountered on the water can be described as very different from the land.
在水上的情況下，負載量本身對於船舶的影響相較於陸上並非甚鉅，主要係因水會對船舶等載具產生浮力；此外，有關前進時所受到 的阻力，陸上與水上也不可相提並論，通常路上載具受到的阻力會與載具的速度成線性正比增加；若是船舶等水上載具則是呈現指數型正比增加，兩者之動力控制策略所要因應解決的問題實質上存在著相當大的落差。In the case of water, the impact of the load on the ship itself is not very large compared to the land, mainly because the water will generate buoyancy on the ship and other vehicles; The resistance of the land is not comparable to that of the water. Generally, the resistance of the road loader will increase linearly with the speed of the vehicle; if the water is carried by the ship, it will increase exponentially, and the dynamic control strategies of the two will respond. There is essentially a considerable gap in the problem solved.
此外，水上的天氣以及水文變化往往會較陸地來劇烈且多變，單靠陸上載具所用的動力控制策略並無法完美適應水上會面臨的情況。In addition, the weather and hydrological changes on the water tend to be more dramatic and changeable than the land. The power control strategy used by the land-based vehicles alone cannot perfectly adapt to the situation on the water.
縱使陸上載具運用到類似模糊法則的觀念來改善此一問題，畢竟在環境遭遇不同的情況下，實質上很難運用在水上的情況，雖以機率性決定動力控制策略屬於一個廣泛的概念，但目前並未見得一種專為水上載具設計且合理的動力控制策略。Even if the land uploading device uses the concept of similar fuzzy rules to improve this problem, after all, in the case of different environmental encounters, it is very difficult to apply to the situation on the water. Although the motivational decision strategy is a broad concept. However, there is currently no power control strategy designed specifically for water uploaders.
為解決先前技術中所提及的問題，本創作提供了一種船舶動力系統。包含一發電引擎、複數個充電器、複數個電池、一變頻器、一馬達、一控制器以及一運算模組。To solve the problems mentioned in the prior art, the present invention provides a marine power system. The utility model comprises a power generation engine, a plurality of chargers, a plurality of batteries, a frequency converter, a motor, a controller and an operation module.
其中該複數個充電器與該發電引擎連接，該複數個電池與該複數個充電器連接，該變頻器則包含一整流器，該變頻器分別與該複數個電池及該發電引擎連接，該馬達與該變頻器連接，該控制器則分別與該發電引擎、該複數個電池以及該變頻器連接，而該運算模組與該控制器連接。The plurality of chargers are connected to the power generation engine, the plurality of batteries are connected to the plurality of chargers, and the frequency converter comprises a rectifier, and the frequency converter is respectively connected to the plurality of batteries and the power generation engine, the motor and the motor The frequency converter is connected, and the controller is respectively connected to the power generation engine, the plurality of batteries and the frequency converter, and the operation module is connected to the controller.
10‧‧‧船舶動力系統10‧‧‧Ship Power System
100‧‧‧控制器100‧‧‧ Controller
101‧‧‧運算模組101‧‧‧ Computing Module
200‧‧‧顯示模組200‧‧‧ display module
201‧‧‧操車器201‧‧‧Carriage
300‧‧‧發電引擎300‧‧‧Power Generation Engine
400‧‧‧電池管理系統400‧‧‧Battery Management System
401‧‧‧電池401‧‧‧Battery
401’‧‧‧電池401’‧‧‧Battery
500‧‧‧變頻器500‧‧‧Inverter
501‧‧‧整流器501‧‧‧Rectifier
600‧‧‧充電器600‧‧‧Charger
700‧‧‧馬達700‧‧‧Motor
800‧‧‧直流/直流轉換器800‧‧‧DC/DC converter
900‧‧‧監控模組900‧‧‧Monitoring module
P1‧‧‧第一間期P1‧‧‧ first period
P2‧‧‧第二間期P2‧‧‧Second period
P3‧‧‧第三間期P3‧‧‧ third period
P4‧‧‧第四間期P4‧‧‧ fourth period
PB‧‧‧電池輸出功率PB‧‧‧Battery output power
PE‧‧‧引擎輸出功率PE‧‧‧ engine output power
PE2‧‧‧引擎輸出功率PE2‧‧‧ engine output power
C‧‧‧充電功率C‧‧‧Charging power
S‧‧‧起點Starting point of S‧‧
E‧‧‧終點E‧‧‧End
R1‧‧‧第一航線R1‧‧‧ first route
R2‧‧‧第二航線R2‧‧‧Second route
(A)~(C)‧‧‧步驟(A)~(C)‧‧‧ steps
(I)~(IV)‧‧‧步驟(I)~(IV)‧‧‧Steps
圖1(a)係本創作船舶動力控制策略順境策略之控制流程圖。Figure 1 (a) is the control flow chart of the natural strategy of the ship's power control strategy.
圖1(b)係本創作船舶動力控制策略順境策略之動力分配圖。Figure 1 (b) is the power distribution map of the natural strategy of the ship's power control strategy.
圖1(c)係本創作船舶動力控制策略逆境策略之控制流程圖。Figure 1 (c) is the control flow chart of the adversity strategy of the ship's power control strategy.
圖1(d)係本創作船舶動力控制策略逆境策略之動力分配圖。Figure 1 (d) is the power distribution map of the adversity strategy of the ship's power control strategy.
圖2係本創作船舶動力控制方法之流程圖。Figure 2 is a flow chart of the power control method of the present invention.
圖3(a)係本創作船舶航線規劃方法之流程圖。Figure 3 (a) is a flow chart of the method for planning the route of the ship.
圖3(b)係本創作船舶航線規劃方法之實例示意圖。Fig. 3(b) is a schematic diagram showing an example of the route planning method of the present ship.
圖4係運用於本創作之船舶動力系統結構示意圖。Figure 4 is a schematic view showing the structure of a ship power system used in the present creation.
為能瞭解本創作的技術特徵及實用功效，並可依照說明書的內容來實施，茲進一步以如圖式所示的較佳實施例，詳細說明如後：請同時參照圖1(a)~1(d)及圖4，圖1(a)係本創作船舶動力控制策略順境策略之控制流程圖；圖1(b)係本創作船舶動力控制策略順境策略之動力分配圖；圖1(c)係本創作船舶動力控制策略逆境策略之控制流程圖；圖1(d)係本創作船舶動力控制策略逆境策略之動力分配圖；圖4係運用於本創作之船舶結構示意圖。請先參照圖4，如圖4所示，本實施例用以示範之船舶動力系統10之結構包含發電引擎300、複數個充電器600、電池管理系統400、變頻器500、馬達700、控制器100、直流/直流轉換器800(DC/DC Converter)、複數個監控模組900以及運算模組101。In order to understand the technical features and practical functions of the present invention, and to implement according to the contents of the specification, the following further describes the preferred embodiment as shown in the following figure: Please refer to FIG. 1(a)~1 at the same time. (d) and Figure 4, Figure 1 (a) is the flow chart of the control strategy of the ship's power control strategy; Figure 1 (b) is the power distribution map of the ship's power control strategy and the good strategy; Figure 1 (c) It is the control flow chart of the adversity strategy of the ship's power control strategy; Figure 1(d) is the power distribution map of the ship's power control strategy adversity strategy; Figure 4 is the ship structure diagram used in this creation. Referring to FIG. 4, as shown in FIG. 4, the structure of the marine power system 10 used in the embodiment includes a power generation engine 300, a plurality of chargers 600, a battery management system 400, a frequency converter 500, a motor 700, and a controller. 100, a DC/DC converter 800 (DC/DC Converter), a plurality of monitoring modules 900, and a computing module 101.
其中該複數個充電器600與該發電引擎300連接，該電池管理系統包含複數個電池401，且該複數個電池401與該複數個充電器600連接，該變頻器500包含一整流器501，且該變頻器500分別與該複數個電池401及該發電引擎300連接，複數個監控模組900與該控制器100連接，而該馬達700則與該變頻器500連接，此外，該複數個充電器600與該複數個電池401更透過一直流/直流轉換器(DC/DC Converter)與電池401’連接，較複數個電池 401不同的是，電池401’為鉛酸電池。The plurality of chargers 600 are connected to the power generation engine 300. The battery management system includes a plurality of batteries 401, and the plurality of batteries 401 are connected to the plurality of chargers 600. The frequency converter 500 includes a rectifier 501, and the The frequency converter 500 is respectively connected to the plurality of batteries 401 and the power generation engine 300, a plurality of monitoring modules 900 are connected to the controller 100, and the motor 700 is connected to the frequency converter 500. In addition, the plurality of chargers 600 are connected. And the plurality of batteries 401 are connected to the battery 401' through a DC/DC converter, and the plurality of batteries are connected Unlike 401, battery 401' is a lead acid battery.
發電引擎300產生之電力由變頻器500中之整流器501轉換為直流電，並與來自複數個電池401或電池401’所提供的直流電一併提供馬達700動力；監控模組900則可以是陀螺儀、壓力計、風速風向計、溼度計、水流感測器或其組合，亦可為水文測量系統，具有如測深、旁掃、淺剖等功能，能夠提供控制器100給予船舶最好的動力控制策略切換參考，與控制器100連接用以提醒當前船舶所面臨外界之情況；而該控制器100分別與該發電引擎300、該複數個電池401以及該變頻器500連接，該運算模組101與該控制器100連接，此外，更有一操車器201與控制器100連接，而在本實施例中係利用電池管理系統400控管複數個電池401之充電狀態，此外更可依據使用者需求增設電路保護板等充電常用之元件，本創作不以此為限。The power generated by the power generation engine 300 is converted into direct current by the rectifier 501 in the frequency converter 500, and is supplied with the power of the motor 700 together with the direct current power supplied from the plurality of batteries 401 or the battery 401'; the monitoring module 900 may be a gyroscope, A pressure gauge, a wind speed and direction meter, a hygrometer, a water flu detector or a combination thereof may also be a hydrological measurement system having functions such as sounding, side sweeping, shallow sectioning, etc., which can provide the best power control strategy for the controller 100 to give the ship. Switching the reference to the controller 100 for alerting the current ship to the outside world; and the controller 100 is respectively connected to the power generation engine 300, the plurality of batteries 401, and the frequency converter 500, the operation module 101 and the The controller 100 is connected. In addition, the vehicle 201 is connected to the controller 100. In the embodiment, the battery management system 400 is used to control the charging state of the plurality of batteries 401. In addition, circuit protection can be added according to user requirements. The components commonly used for charging such as boards are not limited to this creation.
該船舶動力系統10中，該運算模組101為工業用電腦、單晶片或其組合，該控制器100為可程式邏輯控制器(Programmable Logic Controller,PLC)、微控制器(Microcontroller Unit,MCU)或其組合，而該複數個電池401可選自鋰離子電池、鋰聚合物電池、磷酸鋰鐵電池或其組合，可依據船舶動力系統10其需求設計；而運算模組101更與顯示模組200連接，該顯示模組200可以是LCD、LED的觸控螢幕，用以顯示當前該船舶動力系統10之各個軟硬體狀態、航線、GPS定位資料或其他較為重要的參數。In the marine power system 10, the computing module 101 is an industrial computer, a single chip or a combination thereof, and the controller 100 is a programmable logic controller (PLC) and a microcontroller (Microcontroller Unit, MCU). Or a combination thereof, and the plurality of batteries 401 may be selected from a lithium ion battery, a lithium polymer battery, a lithium iron phosphate battery or a combination thereof, and may be designed according to the requirements of the marine power system 10; and the computing module 101 is further connected to the display module. 200 is connected. The display module 200 can be a touch screen of an LCD or an LED to display various software and hardware states, routes, GPS positioning data or other more important parameters of the current ship power system 10.
此外，若該運用該船舶動力系統10的水上載具為郵輪或觀光用船等，該複數個電池401更可與複數個酬載連接，所述之酬載(Hotel load)係船上的耗電用品，例如吊車、水泵、動態定位系統(Dynamic positioning system)、遙控載具(remotely operated vehicle,ROV)、微波爐、冷氣、冰箱、 冰庫等需要消耗電能之用品，本創作不以此為限。In addition, if the water uploading device using the marine power system 10 is a cruise ship or a sightseeing boat or the like, the plurality of batteries 401 may be connected to a plurality of payloads, and the Hotel load is a power consumption on the ship. Supplies, such as cranes, pumps, Dynamic positioning systems, remotely operated vehicles (ROV), microwave ovens, air conditioners, refrigerators, Ice storage and other supplies that need to consume electricity, this creation is not limited to this.
接著將上述船舶動力系統10套用至如圖1(a)~圖1(d)所示之實施例，也就是船舶動力控制策略；該船舶動力控制策略包含兩大模式，分別為順境策略與逆境策略，該順境策略依照第一電量狀態及第二電量狀態選擇第一航行模式。Then, the above-mentioned marine power system 10 is applied to the embodiment shown in FIG. 1(a) to FIG. 1(d), that is, the ship power control strategy; the ship power control strategy includes two major modes, namely, the good-going strategy and the adversity The policy selects the first navigation mode according to the first state of charge and the state of the second state of charge.
而該逆境策略則依照該第一電量狀態、該第二電量狀態、一第三電量狀態以及一閾值選擇一第二航行模式。在本實施例中，第一電量狀態、該第二電量狀態及一第三電量狀態即為複數個電池401之電量狀態(State of Charge,SOC)；該閾值則為馬達700運轉之牽引動力。The adversity strategy selects a second navigation mode according to the first state of charge, the second state of charge, a third state of charge, and a threshold. In this embodiment, the first state of charge, the second state of charge, and a third state of charge are the state of charge (SOC) of the plurality of batteries 401; the threshold is the traction power of the motor 700.
在本實施例中，第一電量狀態高於第三電量狀態，而第三電量狀態高於第二電量狀態，依序設定為80%、50%以及20%。，該順境策略及該逆境策略間可彼此切換，當船舶所需之動力超過閾值25千瓦(即牽引馬達700之動力)且維持第一時間，切換至該逆境策略，該逆境策略維持第二時間，自動切換至該順境策略。In this embodiment, the first state of charge is higher than the third state of charge, and the third state of charge is higher than the state of the second state of charge, which is sequentially set to 80%, 50%, and 20%. The goodwill strategy and the adversity strategy can be switched to each other. When the required power of the ship exceeds a threshold of 25 kilowatts (ie, the power of the traction motor 700) and maintained for the first time, the strategy is switched to the adversity strategy, and the adversity strategy is maintained for the second time. , automatically switch to the good policy.
因此，圖1(a)~圖1(b)包含了順境策略下的控制流程與其動力分配之資訊；而圖1(c)~1(d)則包含了逆境策略下的控制流程與其動力分配之資訊，該四張圖式構成本實施例船舶動力控制策略的完整結構，將於後敘明之。Therefore, Figure 1(a)~1(b) contain the information of the control flow and its power allocation under the good-going strategy; while Figures 1(c)~1(d) contain the control flow and its dynamic allocation under the adversity strategy. According to the information, the four drawings constitute the complete structure of the ship power control strategy of the present embodiment, which will be described later.
在一般情況狀況下，船舶動力系統10會自動以順境策略作為基礎執行該船舶動力控制策略，也就是圖1(a)及圖1(b)中所述之情況，首先順境策略主要由兩種動力運作分配為主，其中第一充電模式及第一電力驅動模式間之切換係以複數個電池401之電量狀態(State of Charge,SOC)為依 據，也就是第一電量狀態80%以及第二電量狀態20%，用以選擇第一航行模式，包含第一充電模式及第一電力驅動模式。Under normal circumstances, the ship's power system 10 will automatically implement the ship's power control strategy based on the good-going strategy, which is the situation described in Figure 1(a) and Figure 1(b). The power operation is mainly distributed, wherein the switching between the first charging mode and the first electric driving mode is based on the state of charge (SOC) of the plurality of batteries 401. According to the first power state 80% and the second power state 20%, the first navigation mode is selected, and the first charging mode and the first power driving mode are included.
總括來說，當複數個電池401之電量狀態達到或大於第一電量狀態80%時，切換為第一電力驅動模式；而電量狀態達到或低於第二電量狀態20%時，則切換為第一充電模式。In summary, when the state of the plurality of batteries 401 reaches or is greater than 80% of the first state of charge, switching to the first electric drive mode; and when the state of charge reaches or falls below 20% of the second state of charge, switching to the first A charging mode.
上述運作方式可如圖1(b)中第一間期P1及第二間期P2來解釋，首先當複數個電池401之電量狀態掉到20%時，進入第一間期P1，引擎將會開啟(本實施例即發電引擎300)，因此在發電引擎300開啟的情況下，即進入第一充電模式，發電引擎300產生之電力超出馬達700其馬達牽引功率(Power traction)之閾值(本實施例為25千瓦)部分會透過複數個充電器600替複數個電池401或電池401’充電；直到複數個電池401其電量狀態大於80%時，轉而進入第二間期P2中的第一電力驅動模式，推動馬達700運行。The above operation mode can be explained by the first interval P1 and the second interval P2 in FIG. 1(b). First, when the state of the plurality of batteries 401 drops to 20%, the first interval P1 is entered, and the engine will be The power generation engine 300 is turned on (in this embodiment, the power generation engine 300). Therefore, when the power generation engine 300 is turned on, that is, enters the first charging mode, the power generated by the power generation engine 300 exceeds the threshold of the motor traction power of the motor 700 (this implementation) For example, the 25 kW portion will charge a plurality of batteries 401 or batteries 401' through a plurality of chargers 600; until a plurality of batteries 401 have a state of charge greater than 80%, the first power in the second interval P2 is entered. The drive mode pushes the motor 700 to operate.
所述複數個電池401之電量狀態可為總電量狀態或是平均電量狀態，端看使用者之需求設置，本創作不以此為限。The state of charge of the plurality of batteries 401 may be a total power state or an average power state, and the user's needs are set according to the requirements of the user, and the creation is not limited thereto.
在本實施例之船舶動力系統10中，複數個電池401用以作為主要電源，而為鉛酸電池的電池401’則用以作為備用或緊急電源，以提高船舶動力系統10之安全性。In the marine power system 10 of the present embodiment, a plurality of batteries 401 are used as the main power source, and the battery 401' of the lead-acid battery is used as a backup or emergency power source to improve the safety of the marine power system 10.
因此，在了解圖1(b)之情況下，圖1(a)中所展示的即本實施例順境策略之控制策略及流程；首先船舶動力系統10啟動，進入順境策略，第一步會先檢查馬達700推動船舶所需之牽引功率是否持續小於閾值25千瓦並維持第一時間，本實施例所述之第一時間為1分鐘，而其判斷標準可利用駕駛員對於油門的踩踏深度、持續時間等，再透過壓力感測器或晶片測得， 本創作不以此為限；如船舶所需之牽引功率持續高於閾值25千瓦以上且維持1分鐘，則直接切換至逆境策略，反之則進一步進入第一電力驅動模式(即第二間期P2)。Therefore, in the case of understanding FIG. 1(b), the control strategy and process of the fairness strategy of the present embodiment shown in FIG. 1(a); firstly, the ship power system 10 is activated, and the strategy of entering the good times is first. Check whether the traction power required by the motor 700 to propel the ship continues to be less than the threshold of 25 kilowatts and maintain the first time. The first time described in this embodiment is 1 minute, and the judgment criterion can utilize the driver's pedaling depth for the throttle. Time, etc., measured by a pressure sensor or wafer, This creation is not limited to this; if the required traction power of the ship continues to be above the threshold of 25 kW and maintained for 1 minute, it will switch directly to the adversity strategy, otherwise it will enter the first electric drive mode (ie the second interval P2). ).
在船舶動力系統10進入第一電力驅動模式時，一般情況下係以複數個電池401直接提供馬達700能量，輸出之牽引功率介於0~50千瓦之間；當複數個電池401故障或發生問題時，可啟用鉛酸電池，也就是電池401’作為備用或緊急電源，維持船舶的正常運轉。When the marine power system 10 enters the first electric drive mode, generally the battery 700 is directly supplied with the energy of the motor 700, and the output traction power is between 0 and 50 kW; when the plurality of batteries 401 are faulty or have problems The lead-acid battery, that is, the battery 401' can be activated as a backup or emergency power source to maintain the normal operation of the ship.
在第一電力驅動模式的情況下，控制器100會定時檢查複數個電池401或電池401’其電量狀態，而檢查時間的間距可由船舶設計人員或製造商依據不同的船舶需求進行設計，本創作不以此為限；因此，當控制器100偵測到複數個電池401或電池401’其電量狀態持續大於第二電量狀態20%時，會如圖1(a)中所示，不斷循環確認駕駛員驅動船舶前進之牽引功率是否依然有無落於閾值25千瓦且維持1分鐘以上之情事，若無則不會切換至逆境策略，並持續以第一電力驅動模式運轉。In the case of the first electric drive mode, the controller 100 periodically checks the state of charge of the plurality of batteries 401 or the battery 401', and the interval of the inspection time can be designed by the ship designer or the manufacturer according to different ship requirements. Therefore, when the controller 100 detects that the battery state of the plurality of batteries 401 or the battery 401' is continuously greater than 20% of the second state of charge, the controller 100 continuously circulates as shown in FIG. 1(a). Whether the driver's traction power for driving the ship still falls below the threshold of 25 kW and maintains for more than 1 minute. If not, it will not switch to the adversity strategy and continue to operate in the first electric drive mode.
而當控制器100偵測到複數個電池401其電量狀態小於第二電量狀態20%時，船舶動力系統10會切換為第一充電運轉模式運行，在第一充電運轉模式的情況下，發電引擎300輸出給馬達700的功率介於0~25千瓦之間，而發電引擎300輸出超過牽引功率之閾值25千瓦的部分則透過充電器600替複數個電池401或電池401’充電。When the controller 100 detects that the battery state 401 is less than 20% of the second state of charge, the ship power system 10 switches to the first charging mode of operation, and in the case of the first charging mode, the power generation engine The power output from the 300 to the motor 700 is between 0 and 25 kilowatts, and the portion of the power generation engine 300 that outputs a threshold value exceeding 25 kilowatts of traction power is charged through the charger 600 for a plurality of batteries 401 or batteries 401'.
在此第一充電模式運作的情況下，控制器100仍會定期檢查複數個電池401或電池401’其電量狀態，一旦其電量狀態不再小於第一電量狀態80%時，則切換回第一電力驅動模式；反之在第一充電模式運轉的情況 下，電量狀態既小於80%且發電引擎300輸出給馬達700之牽引功率又一直維持在閾值25千瓦以上1分鐘，便會直接切換至逆境策略，否則持續以第一充電模式運轉。In the case that the first charging mode is operated, the controller 100 still periodically checks the battery state of the plurality of batteries 401 or the battery 401', and switches back to the first state once the power state is no longer less than 80% of the first state of charge. Electric drive mode; vice versa in the first charge mode Under the condition that the state of charge is less than 80% and the traction power output from the power generation engine 300 to the motor 700 is maintained at the threshold of 25 kilowatts or more for 1 minute, it will directly switch to the adversity strategy, otherwise it will continue to operate in the first charging mode.
接著如圖1(c)及圖1(d)所示，當由順境策略切換至逆境策略時，便以該兩圖為主進行船舶動力系統10之動力控制策略。總括來說，在逆境策略之下，與順境策略相同的是，第二充電模式、增程動力模式以及第二電力驅動模式等第二航行模式其之間的切換係以複數個電池401或電池401’之電量狀態及發電引擎300所產生之能量是否超過閾值為依據運作。而船舶前進所需之馬達700牽引功率低於閾值時，切換至該第二充電模式；超過閾值時，檢測該電量狀態是否小於第三電量狀態50%，若大於第三電量狀態50%則切換至第二電力驅動模式，反之若電量狀態小於第三電量狀態50%，覆檢查電量狀態是否高於第二電量狀態20%；若高於第二電量狀態20%則切換至該增程動力模式，而複數個電池401或電池401’之電量狀態低於第二電量狀態20%則切換至該第二充電模式，再運轉直至複數個電池401或電池401’其電量狀態大於第一電量狀態80%。Next, as shown in FIG. 1(c) and FIG. 1(d), when switching from the forward strategy to the adversity strategy, the power control strategy of the ship power system 10 is mainly based on the two figures. In summary, under the adversity strategy, the same as the good-before strategy, the second navigation mode, such as the second charging mode, the extended-range power mode, and the second electric drive mode, is switched between a plurality of batteries 401 or batteries. Whether the state of charge of 401' and the energy generated by power generation engine 300 exceed a threshold value is operational. When the traction power of the motor 700 required for the advancement of the ship is lower than the threshold, the mode is switched to the second charging mode; when the threshold is exceeded, it is detected whether the state of the electric quantity is less than 50% of the third state of charge, and if it is greater than 50% of the third state of charge, the switch is switched. To the second electric drive mode, if the state of charge is less than 50% of the third state of charge, check whether the state of charge is higher than 20% of the second state; if it is higher than 20% of the state of charge, switch to the extended mode And the battery state of the plurality of batteries 401 or the battery 401' is lower than the second state of charge by 20%, then switches to the second charging mode, and then runs until the plurality of batteries 401 or the battery 401' has a state of charge greater than the first state of charge 80. %.
上述逆境策略運作之動力控制分配如圖1(d)所示，首先第三間期係為前述增程動力模式，在此模式下，單靠發電引擎300產生之引擎輸出功率PE已不足以提供馬達700穩定的馬達牽引功率並維持船舶定速前進，因此尚需由複數個電池401或電池401’更加提供電池輸出功率PB給予馬達700，以支持船舶前進，通常在此情況下為海流逆流、逆風或海象惡劣等逆境環境啟用，且複數個電池401或電池401’亦充足在一定的電量狀態下啟動。The power control allocation of the above-mentioned adversity strategy operation is shown in Figure 1(d). First, the third interval is the aforementioned extended-range power mode. In this mode, the engine output power PE generated by the power generation engine 300 alone is insufficient to provide The stable motor of the motor 700 draws power and maintains the ship at a constant speed. Therefore, it is necessary to provide the battery output power PB to the motor 700 by a plurality of batteries 401 or 401' to support the ship forward, usually in this case, the current countercurrent, The adversity environment such as headwind or walrus is enabled, and a plurality of batteries 401 or 401' are also fully activated under a certain state of charge.
在增程動力模式下，發電引擎300產生之電力係為交流電，複數個電池401或電池401’產生之電力為直流電，本實施例中將兩種電流結合供給馬達700之手段係透過變頻器500中之整流器501轉換為直流電，與來自複數個電池401或電池401’的直流電一併提供馬達700牽引動力而達成。In the extended range power mode, the power generated by the power generation engine 300 is alternating current, and the power generated by the plurality of batteries 401 or the battery 401' is direct current. In this embodiment, the means for combining the two currents into the motor 700 is transmitted through the frequency converter 500. The rectifier 501 is converted to direct current, and is provided by supplying the power of the motor 700 together with the direct current from the plurality of batteries 401 or the battery 401'.
而第四間期P4之運轉狀態係指逆境策略下之第二充電模式，在此模式之下，發電引擎300維持閾值25千瓦之功率運轉，透過變頻器500之調控，將25千瓦拆成兩個部分，分別是引擎輸出功率PE2及充電功率C；引擎輸出功率PE2的部分用以提供馬達700動力，以維持船舶定速前進，而充電功率C的部分則轉替複數個電池401或電池401’充電。The operating state of the fourth interval P4 refers to the second charging mode under the adversity strategy. Under this mode, the power generation engine 300 maintains a power operation of a threshold of 25 kilowatts, and the 25 kilowatts is split into two by the regulation of the frequency converter 500. The parts are the engine output power PE2 and the charging power C; the part of the engine output power PE2 is used to provide the power of the motor 700 to maintain the constant speed of the ship, and the part of the charging power C is replaced by the plurality of batteries 401 or the battery 401. 'Charging.
概述完逆境策略之原理後，接著如圖1(c)所示，圖1(c)中展示了逆境策略下更加詳細的控制流程。再進入逆境策略的同時，控制器100會率先啟動計時器計算一第二時間，在本實施例中設定為15分鐘，之後會判定產生所需之動力是否大於閾值25千瓦，若是則進一步檢查複數個電池401或電池401’其電量狀態是否低於50%，反之則切換至第二充電模式(即第四間期P4)。After summarizing the principles of the adversity strategy, as shown in Figure 1(c), Figure 1(c) shows a more detailed control flow under the adversity strategy. At the same time as entering the adversity strategy, the controller 100 will first start the timer to calculate a second time, which is set to 15 minutes in this embodiment, and then determine whether the required power is greater than the threshold of 25 kilowatts, and if so, further check the plural Whether the battery 401 or the battery 401' has a state of charge lower than 50%, and vice versa, switches to the second charging mode (ie, the fourth interval P4).
檢查複數個電池401或電池401’其電量狀態是否低於第三電量狀態50%後，若其電量狀態高於第三電量狀態50%，則切換為第二電力驅動模式，亦即馬達700之牽引功率係全由複數個電池401或電池401’供給，並會定時檢查馬達700所需之牽引功率是否持續大於25千瓦；倘若電量狀態小於第三電量狀態50%，覆檢查電量狀態是否高於第二電量狀態20%，若是則切換至增程動力模式(如第三間期P3)，在切換至增程動力模式之後，控制器100亦會定時檢查發電引擎300之輸出是否持續大於25千瓦。After checking whether the battery state of the plurality of batteries 401 or the battery 401' is lower than 50% of the third state of charge, if the state of charge is higher than the state of the third state of charge by 50%, switching to the second electric drive mode, that is, the motor 700 The traction power is all supplied by a plurality of batteries 401 or 401', and it is checked regularly whether the required traction power of the motor 700 continues to be greater than 25 kW; if the state of charge is less than 50% of the third state of charge, whether the state of the check is higher than the state of charge The second state of charge is 20%, and if so, switching to the extended range power mode (eg, the third interval P3), after switching to the extended range power mode, the controller 100 also periodically checks whether the output of the power generation engine 300 continues to exceed 25 kW. .
上述控制策略中，若電量狀態低於第二電量狀態20%時，則會切換至第二充電模式運轉，並在維持第二充電模式運轉之情況下，定時檢查複數個電池401或電池401’其電量狀態是仍持續低於第一電量狀態80%，如否則發電引擎300不輸出牽引功率(因需維持高電壓而輸出0千瓦)，若持續低於第一電量狀態80%時則再回到最初檢查馬達700所需之牽引功率是否持續大於25千瓦之流程步驟。In the above control strategy, if the state of charge is lower than the second state of charge by 20%, the operation is switched to the second charging mode, and when the second charging mode is maintained, the plurality of batteries 401 or the battery 401' are periodically checked. The power state is still 80% lower than the first state of charge. If the power generation engine 300 does not output the traction power (outputs 0 kilowatts due to the need to maintain a high voltage), if it continues to be lower than the first state of charge 80%, then return The process steps to initially check whether the traction power required for the motor 700 continues to exceed 25 kW.
此外，當船舶動力系統10之製造業者或設計人員在進行設計製造時，順境策略及逆境策略之間的切換亦可以混入一基準做為額外參數進行判斷。該基準包含指令資料、潮汐資料、時間資料、風向資料、水文資料、定位資料、氣象資料或其組合，僅為實施或船舶種類需要進行設計，本創作不以此為限。In addition, when the manufacturer or designer of the marine power system 10 is designing and manufacturing, the switching between the good policy and the adversity strategy can also be mixed into a benchmark as an additional parameter. The benchmark contains instructional materials, tide data, time data, wind direction data, hydrological data, positioning data, meteorological data or a combination thereof. It is only required for the implementation or the type of ship to be designed. This creation is not limited to this.
舉以上述實例而言，在順境策略切換至逆境策略時，船舶設計人可斟酌除了牽引功率超過閾值維持1分鐘便切換之條件外，更可加入如指令資料顯示油門踩踏之頻率頻繁且深、水文資料顯示為逆流區、逆風區或是氣象資料顯示為暴風雨時將維持時間縮短至10秒甚至更短，以提供船舶最適當的控制策略，而有關指令資料、潮汐資料、時間資料、水文資料、定位資料、氣象資料或其組合及其所需之感測元件，更可依照需求增設於船舶上，本創作不以此為限。In the above example, when the forward strategy is switched to the adversity strategy, the ship designer can consider the conditions that the traction power exceeds the threshold to maintain 1 minute to switch, and can also add the frequency as the command data shows that the throttle pedal is frequent and deep. The hydrological data shows that the countercurrent zone, the upwind zone or the meteorological data show that the maintenance time is shortened to 10 seconds or even shorter during the storm to provide the most appropriate control strategy for the ship, and the relevant command data, tide data, time data, hydrological data. The positioning data, meteorological data or a combination thereof and the sensing elements required thereof may be added to the ship according to requirements, and the creation is not limited thereto.
此外，有關逆境策略中之增程動力模式切換，若複數個電池401處於電壓低(例如電量狀態小於第三電量狀態50%)，發電引擎300才有機會給馬達700輸出能量，當發電引擎300啟動時，透過複數個充電器600產生的高電壓以確保能立即供給馬達700運轉所需之能量，因此繼續保持逆境 策略運轉，但若電量狀態已小於第二電量狀態20%，則強制切換至順境策略運轉，以替複數個電池401充電；反之若複數個電池401處於電壓高時(例如電量狀態大於第三電量狀態50%)，盡量不啟動發電引擎300避免空轉，造成燃油效率不佳。In addition, regarding the extended range power mode switching in the adversity strategy, if the plurality of batteries 401 are at a low voltage (for example, the state of charge is less than 50% of the third state of charge), the power generation engine 300 has an opportunity to output energy to the motor 700 when the power generation engine 300 At startup, the high voltage generated by the plurality of chargers 600 ensures that the energy required for the operation of the motor 700 can be immediately supplied, thus continuing to maintain adversity The policy operates, but if the state of charge is less than 20% of the second state of charge, then the switch to the good policy operation is forced to charge a plurality of batteries 401; if the plurality of batteries 401 are at a high voltage (for example, the state of charge is greater than the third amount) State 50%), try not to start the power generation engine 300 to avoid idling, resulting in poor fuel efficiency.
當發生如上述強制切換至順境策略的情況時，由於有必須向複數個電池401充電之必要性，因此讓發電引擎300以及複數個充電器600產生之電壓保持在最高狀態，且斷開複數個電池401對於馬達700之放電迴路。When the forced switching to the forward policy occurs as described above, since the necessity of charging a plurality of batteries 401 is necessary, the voltage generated by the power generation engine 300 and the plurality of chargers 600 is kept at the highest state, and the plurality of switches are turned off. Battery 401 is for the discharge circuit of motor 700.
在此情況下，意即外界環境(也就是基準)實際上雖判斷為逆境策略，但由於複數個電池401之電量狀態不允許保持逆境策略之輸出功率，因此以順境策略之最大功率，即在替複數個電池401充電的同時保留船舶動力系統10一定之動力輸出。因此，發電引擎300單獨為馬達700提供能量，同時複數個充電器600及控制器100必須調整能量分配，在運轉上限25千瓦的情況下，以至多16千瓦的功率替複數個電池401充電，直到其電量狀態回復至30%或以上時才能回復至一般的逆境策略運轉。In this case, it means that the external environment (that is, the benchmark) is actually judged as the adversity strategy, but since the state of charge of the plurality of batteries 401 is not allowed to maintain the output power of the adversity strategy, the maximum power of the good-going strategy is The plurality of batteries 401 are charged while retaining a certain power output of the marine power system 10. Therefore, the power generation engine 300 separately supplies energy to the motor 700, while the plurality of chargers 600 and controller 100 must adjust the energy distribution, and charge a plurality of batteries 401 with a power of up to 16 kilowatts at an operating upper limit of 25 kilowatts until When the power status returns to 30% or more, it can return to the general adversity strategy operation.
而一但發生複數個電池401及電池401’皆故障的狀況，本實施例尚具有引擎驅動模式，純粹以發電引擎300直接供給能量予馬達700，作為緊急動力的來源。On the other hand, in the case where a plurality of batteries 401 and 401' fail, the present embodiment has an engine driving mode, and the power generation engine 300 directly supplies energy directly to the motor 700 as a source of emergency power.
接著請參照圖2，圖2係本創作船舶動力控制方法之流程圖。如圖2所示，首先執行步驟(A)，使用者在一船舶上選取一模式。步驟(A)中，所述在船舶動力系統10選取模式係指運用該船舶動力系統10的船舶之駕駛員或相關技術人員根據航行需求判斷而選用。Next, please refer to FIG. 2, which is a flow chart of the power control method of the present invention. As shown in Fig. 2, step (A) is first performed, and the user selects a mode on a ship. In the step (A), the selection mode in the ship power system 10 refers to the driver or the related technical personnel of the ship using the ship power system 10, and is selected according to the navigation demand judgment.
接著執行步驟(B)，該模式選擇為一複合動力模式。特別要 敘明的是，在此實施例之情況下，前述步驟(A)中之該模式更包含引擎驅動模式。也就是說，本實施例中除了步驟(B)的複合動力模式之外，尚包含電引擎驅動模式，僅以發電引擎300直接發電提供馬達700運轉動力，為緊急動力模式。Then step (B) is performed, and the mode is selected as a composite power mode. Especially It is stated that, in the case of this embodiment, the mode in the aforementioned step (A) further includes an engine driving mode. That is to say, in the present embodiment, in addition to the hybrid power mode of the step (B), the electric engine drive mode is included, and the power of the motor 700 is directly supplied by the power generation engine 300 to provide the power of the motor 700, which is an emergency power mode.
接著執行步驟(C)，該船舶中之一控制器判斷一動力分配。其中步驟(C)所述控制器100係藉由前述船舶動力控制策略中所述之基準判斷，該基準如前述包含指令資料、潮汐資料、時間資料、風向資料、水文資料、定位資料、氣象資料或其組合；而該動力分配則包含順境策略及逆境策略。Next, in step (C), one of the controllers in the ship determines a power distribution. The controller 100 in the step (C) is judged by the benchmark described in the foregoing ship power control strategy, and the benchmark includes the command data, the tide data, the time data, the wind direction data, the hydrological data, the positioning data, and the meteorological data as described above. Or a combination thereof; and the power allocation includes a good-choice strategy and an adversity strategy.
基準的判定基本上包含的資料相當繁多，主要是依據運用該船舶動力系統10的船舶實際上在水上運行時進行動力控制策略判斷之依據，所述指令資料係指駕駛員對於油門的踩踏程度、頻率等組合或操車器201之操作方式等。The judgment of the benchmark basically contains a lot of information, mainly based on the basis of the power control strategy judgement when the ship using the ship power system 10 is actually running on the water. The command data refers to the degree of the driver's pedaling on the throttle, Combination of frequency or the like, operation mode of the vehicle 201, and the like.
和陸地上的載具不同的是，船舶並未設有如一般陸上載具的剎車構造，因此依據指令資料在判斷該動力分配時會和陸上有顯著的不同，此外，指令資料之判斷依據，包括重踩油門長達一定時間等，可由該船舶之設計人員自行設定，本創作不以此為限。此外，針對由們踩踏狀態之偵測亦可由馬達輸出之功率或壓力時間感測器之類裝置實現。Unlike the vehicle on the land, the ship does not have a brake structure such as a general land loader. Therefore, it is significantly different from the land when judging the power distribution according to the command data. In addition, the judgment basis of the command data includes If you step on the throttle for a certain period of time, it can be set by the designer of the ship. This creation is not limited to this. In addition, the detection of the state of the pedaling can also be achieved by a device such as a power output or a pressure time sensor output by the motor.
接著所述潮汐資料、時間資料、風向資料、水文資料、定位資料以及氣象資料等主要係用以判斷當前海上或水上的狀況，其中潮汐資料以及水文資料可透過時間資料、定位資料及氣象資料獲得，其中對於運用該船舶動力系統10的船舶影響最大的莫過於水流以及風向的順逆情況、 海浪的大小以及船型設計等因素。The tidal data, time data, wind direction data, hydrological data, location data and meteorological data are mainly used to judge the current situation at sea or on the water. The tide data and hydrological data can be obtained through time data, location data and meteorological data. Among them, the most influential effect on the ship using the ship power system 10 is the flow of water and the wind direction. The size of the waves and the design of the ship type.
綜合以上所述，船舶動力系統10之設計人可因應該船舶的用途以及該船舶欲航行或可航行之海域、河流或湖泊等因素設計該基準，此外，若該船舶設計為具有住宿娛樂觀光休閒功能之船舶時，亦須將船舶上之酬載(House load)納入考量，例如通常的尖峰用電時期約莫為何種時段或是何時要啟動吊車、水泵、動態定位系統(Dynamic positioning system)、遙控載具(remotely operated vehicle,ROV)等耗電量大之負載。In summary, the designer of the marine power system 10 may design the datum according to the purpose of the ship and the sea, river or lake that the ship intends to sail or sail, and if the ship is designed to have accommodation entertainment and leisure In the case of a functional ship, the ship load on the ship must also be taken into consideration. For example, when the normal peak power period is about or when to start the crane, water pump, dynamic positioning system, remote control A highly power-hungry load such as a vehicle (remotely operated vehicle, ROV).
因此，根據上述基準所判斷的動力分配，控制器100會加以選擇順境策略或逆境策略。Therefore, based on the power allocation judged by the above reference, the controller 100 selects a good or bad strategy.
有鑑於上述船舶動力控制方法對於基準的說明，舉以相當實例之說明作為選擇順境策略或逆境策略之判斷；例如運用該船舶動力系統10的船舶受到季風、洋流等因素必須以較大的動力輸出航行時，控制器100可從船舶上多個感測器偵測，或是和其他偵測裝置如氣象浮標、燈塔、觀測站、氣象氣球甚至是其他遠洋的船舶進行通訊或資訊交換，決定當前狀況其動力分配是否適用逆境策略，此外，駕駛員針對船舶上油門的踩踏深度、頻率、操車器201之操作方式等控制因素亦會一併納入考量。In view of the above description of the ship power control method for the reference, the description of the comparative example is taken as the judgment of selecting the forward strategy or the adversity strategy; for example, the ship using the ship power system 10 is subject to a large power output due to factors such as monsoon and ocean current. During navigation, the controller 100 can detect from multiple sensors on the ship or communicate with other detection devices such as weather buoys, lighthouses, observatories, weather balloons, or even other ocean-going vessels to determine the current Whether the power distribution is suitable for the adversity strategy, in addition, the driver's control factors such as the pedaling depth and frequency of the throttle on the ship and the operation mode of the car 201 will also be taken into consideration.
接著請同時參照圖3(a)及圖3(o)，圖3(a)係本創作船舶航線規劃方法之流程圖；圖3(b)係本創作船舶航線規劃方法之實例示意圖。為善加利用本實施例，本創作更提供了一種船舶航線規劃方法，首先執行步驟(I)，在一船舶中之一運算模組選定一起點及一終點。Then, please refer to FIG. 3(a) and FIG. 3(o) at the same time. FIG. 3(a) is a flow chart of the route planning method of the present ship; FIG. 3(b) is a schematic diagram of an example of the route planning method of the present ship. In order to make good use of the present embodiment, the present invention further provides a ship route planning method, which first performs step (I), and selects a point and an end point in one of the computing modules in a ship.
可先參照圖3(b)，步驟(I)中所述之起點S及終點E係可設定為特定之港口或登陸地點，由駕駛員從運算模組101中之資料庫或是GPS定位 座標等地方取用設定，本創作不以此為限。接著執行步驟(II)，該運算模組101擬定複數個航線。運算模組101會依據起點S及終點E之設定，利用網路資料或其內建之資料庫，分析出該起點至終點可行或其他船舶曾航行過的航線，例如圖3(b)中之第一航線R1及第二航線R2，並模擬列舉於顯示模組200上，以供駕駛員以觸控等方式選取其顯示於電子海圖上欲航行之航線。Referring to FIG. 3(b), the starting point S and the ending point E described in the step (I) can be set as a specific port or landing location, and the driver can obtain the data from the computing module 101 or the GPS. The coordinates are used in places such as coordinates. This creation is not limited to this. Then, step (II) is executed, and the operation module 101 formulates a plurality of routes. The computing module 101 uses the network data or its built-in database to analyze the route from the start point to the end point or other ships that have sailed according to the setting of the starting point S and the end point E, for example, in FIG. 3(b). The first route R1 and the second route R2 are simulated and displayed on the display module 200 for the driver to select the route to be displayed on the electronic chart by touch or the like.
假定駕駛員不滿意擬定的該複數個航線，亦可讓駕駛員依據其需要或環境狀況(例如季節、氣候等)自行設定其航線，若以台灣為例，在冬天時台灣吹東北季風；夏季則為西南季風，因此若在冬天需朝北方航行，勢必為逆風之情況，必須啟用逆境策略駕駛船舶，或是設定其他航線避開，本創作不以此為限。Assuming that the driver is not satisfied with the proposed multiple routes, the driver can also set his own route according to his needs or environmental conditions (such as season, climate, etc.). For example, in Taiwan, the northeast monsoon is blown in winter in winter; It is the southwest monsoon. Therefore, if it is necessary to sail northward in the winter, it is bound to be a situation against the wind. It is necessary to use the adversity strategy to drive the ship, or set other routes to avoid it. This creation is not limited to this.
接著執行步驟(III)，該運算模組根據每一該複數個航線模擬運行前述船舶動力控制策略(可參見圖1(a)~1(d))。在步驟(III)中，由於該運算模組101為工業用電腦、單晶片或其組合，因此可調閱其有線或無線連接之資料庫、網路雲端資料庫等，針對擬定的每一條航線進行各模式動力控制策略及分配的模擬。Then, step (III) is executed, and the operation module simulates running the foregoing ship power control strategy according to each of the plurality of routes (see FIGS. 1(a) to 1(d)). In the step (III), since the computing module 101 is an industrial computer, a single chip or a combination thereof, the database of the wired or wireless connection, the network cloud database, etc. can be read, for each route proposed. Simulate the dynamic control strategy and distribution of each mode.
模擬的依據可依照電子海圖上各面積單位進行分格分段之計算，並據以不同顏色表示出每條航線。The basis of the simulation can be calculated according to the division of each area unit on the electronic chart, and each route is represented by different colors.
最後，執行步驟(IV)，該運算模組從該複數個航線中選定一最佳航線並顯示於一顯示模組。運算模組101所顯示的每條航線上各會顯示出在不同點時切換到何種模式，並且建議採用何種動力分配，最後據以顯示該航線相對可以節省約多少百分比之總電量消耗。在本實施例中，被選定的最佳航線會以紅色的醒目線條表示，其餘的航線則依照建議程度以不 同顏色、深淺或標記的方式顯示於顯示模組200上，Finally, step (IV) is performed, and the computing module selects an optimal route from the plurality of routes and displays it in a display module. Each route displayed by the computing module 101 will display which mode is switched to at different points, and which power distribution is recommended, and finally show how much the total power consumption of the route can be saved. In this embodiment, the selected best route will be indicated by a red eye-catching line, and the remaining routes will be in accordance with the recommended level. Displayed on the display module 200 in the same color, shade or mark.
當駕駛員選定航行的航線後，運算模組101便會以預設語音或是文字導覽的方式引導駕駛員航行，並在航行至各個模式的切換點時再次以當時之基準判斷動力分配，並據以提醒運用該船舶動力系統10的船舶駕駛員；若以本實施例圖3(b)所示之第一航線R1而言，假定模擬的結果在顯示模組200顯示打叉之處會遇到逆流的海流，則當船舶航行至接近該點時，船舶動力系統10會預先準備進入逆境策略。。When the driver selects the sailing route, the computing module 101 guides the driver to navigate in a preset voice or text navigation manner, and judges the power distribution again on the basis of the current point when navigating to the switching point of each mode. And reminding the ship driver who uses the ship power system 10; if the first route R1 shown in FIG. 3(b) of the embodiment is used, it is assumed that the result of the simulation is displayed on the display module 200. In the case of a countercurrent current, the ship's power system 10 is pre-prepared to enter the adversity strategy as the ship sails close to that point. .
本創作所述之模式轉換、判斷以及硬體上之控制可依照船舶設計人員依照其船舶所需利用繼電器開關、變頻等方式實現，本實施例僅依照示範用，運用了該船舶動力系統10的船舶結構進行設計及設定，然實際上可運用本創作船舶動力控制策略之水上載具應皆包含於本創作的範圍之內。The mode conversion, judgment and hardware control described in the present invention can be implemented according to the ship designer's use of relay switches, frequency conversion, etc. according to the requirements of the ship. This embodiment is only used in accordance with the demonstration, and the ship power system 10 is used. The design and setting of the ship structure, in fact, the water uploading device that can use the ship's power control strategy should be included in the scope of this creation.
惟以上所述者，僅為本創作之較佳實施例而已，當不能以此限定本創作實施之範圍，即依本創作申請專利範圍及說明內容所作之簡單的等效變化與修飾，皆仍屬本創作涵蓋之範圍內。However, the above is only the preferred embodiment of the present invention. When it is not possible to limit the scope of the creative implementation, the simple equivalent changes and modifications made according to the scope and description of the patent application are still It is within the scope of this creation.
10‧‧‧船舶動力系統10‧‧‧Ship Power System
100‧‧‧控制器100‧‧‧ Controller
101‧‧‧運算模組101‧‧‧ Computing Module
200‧‧‧顯示模組200‧‧‧ display module
201‧‧‧操車器201‧‧‧Carriage
300‧‧‧發電引擎300‧‧‧Power Generation Engine
400‧‧‧電池管理系統400‧‧‧Battery Management System
401‧‧‧電池401‧‧‧Battery
401’‧‧‧電池401’‧‧‧Battery
500‧‧‧變頻器500‧‧‧Inverter
501‧‧‧整流器501‧‧‧Rectifier
600‧‧‧充電器600‧‧‧Charger
700‧‧‧馬達700‧‧‧Motor
800‧‧‧直流/直流轉換器800‧‧‧DC/DC converter
900‧‧‧監控模組900‧‧‧Monitoring module
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10411474B2 (en) | 2016-02-25 | 2019-09-10 | Delta Electronics (Shanghai) Co., Ltd. | Electric power system and control method thereof |
| TWI760952B (en) * | 2020-12-02 | 2022-04-11 | 財團法人船舶暨海洋產業研發中心 | Vessel power safety control system and operating method thereof |
| TWI791932B (en) * | 2019-12-20 | 2023-02-11 | 財團法人船舶暨海洋產業研發中心 | Operating method for hybrid power system |
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2015
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10411474B2 (en) | 2016-02-25 | 2019-09-10 | Delta Electronics (Shanghai) Co., Ltd. | Electric power system and control method thereof |
| TWI791932B (en) * | 2019-12-20 | 2023-02-11 | 財團法人船舶暨海洋產業研發中心 | Operating method for hybrid power system |
| TWI760952B (en) * | 2020-12-02 | 2022-04-11 | 財團法人船舶暨海洋產業研發中心 | Vessel power safety control system and operating method thereof |
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