JP2009255636A - Marine vessel propulsion system - Google Patents

Abstract

Provided is a ship propulsion system capable of responding to various driving situations with an energy saving effect with an optimum equipment configuration.
In a marine vessel propulsion system in which a supercharger-equipped main machine 1 and a propeller 2 are connected by a propulsion shaft 3 and a propulsion boosting electric motor 10 is provided on the propulsion shaft 3, surplus exhaust is provided in the supercharger 4 of the main machine 1. The generator 5 that collects energy and generates power is directly connected, and the power generated by the generator 5 is supplied to the propulsion boosting motor 10 via the frequency converter 11a, and the power generated by the generator 5 is further supplied. Is independent of the ship's power supply system, so the power generated by the generator 5 can be immediately converted to the desired frequency of the main engine by the frequency converter, and propelled for boosting. As a result, the maintenance cost can be reduced as well as the degree of freedom in arrangement of equipment and the increase in the loading capacity of cargo and the like.
[Selection] Figure 1

Description

  The present invention relates to a ship propulsion system capable of saving energy of a ship.

  In a conventional marine vessel propulsion system, for example, in Patent Document 1, a first generator motor is connected to a rotating shaft of a supercharger operated by exhaust gas from a main engine, and a second generator motor is connected to a propulsion shaft of the main engine via a speed reducer. A marine vessel propulsion system is proposed in which the first and second generator motors are connected and electrically connected to each other. Patent Document 2 proposes a ship propulsion system in which a propulsion heating turbine is operated with exhaust gas economizer superheated steam and propulsion is boosted through a reduction gear.

  Usually, as a means of saving energy for ships, the main engine exhaust gas is supplied to the economizer, steam is generated to drive the turbine to generate and propel the power, and the main engine exhaust gas drives the power turbine / generator to generate electricity. A method or a method of generating power by attaching a generator to a supercharger of a main engine has been proposed, but none of them has been generally spread from the viewpoint of installation space and maintenance cost.

  Next, an example of a conventional ship propulsion system will be described with reference to FIG. As shown in the figure, a first generator motor 5a is installed in the supercharger 4 of the main engine 1, and the first generator motor 5a and a second generator motor 10a installed on the propulsion shaft 3 via a speed reducer 6 are connected. Connect electrically. When the main machine 1 rotates the propeller 2 with a low load, the first generator motor 5a is driven by the power generated by the second generator motor 10a to energize the supercharger 4. When the main machine 1 rotates the propeller 2 at rated operation, the second generator motor 10a is driven by the power generated by the first generator motor 5a and the main machine 1 is energized (see Patent Document 1). Since the response of the rotational speed of the supercharger 4 is deviated with respect to the load fluctuation, a large load may be applied to the speed reducer 6 and the reliability is lowered. In general, the turbocharger is operated at several tens of thousands of revolutions and the main engine is operated at a low speed of several tens of revolutions. Therefore, a multi-stage reduction gear is required to match the number of revolutions. Maintenance costs increase and reliability decreases.

Another conventional marine vessel propulsion system will be described with reference to FIG. As shown in the figure, the propulsion turbine 9 is driven by surplus steam generated by the exhaust gas economizer 7 and the propulsion force is applied to the propeller 2 via the speed reducer 6 (see Patent Document 2). When the load fluctuates, it is difficult to finely control the amount of steam generated by the exhaust gas economizer 7, and it is difficult to make the rotational speed of the propulsion boosting turbine 9 follow the rotational speed desired by the main engine 1, and a heavy load is applied to the speed reducer 6. In some cases, reliability is reduced. Moreover, since the rotation speed of the main machine 1 is operated at a low speed of several tens of rotations, a multi-stage reduction gear is required to match the rotation speed, resulting in an increase in installation space and maintenance cost. In addition, 5b is a generator and 8 is a steam turbine.
Japanese Examined Patent Publication No. 63-5565 Japanese Patent Publication No. 61-55602

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a ship propulsion system capable of responding to various driving situations with a high energy saving effect with an optimum device configuration.

  In order to achieve the above object, a first aspect of the present invention provides a marine vessel propulsion system in which a main engine with a supercharger and a propeller are connected by a propulsion shaft, and a propulsion motor is provided on the propulsion shaft. A generator that collects surplus exhaust energy and generates electricity is connected directly to a supercharger, and the electric power generated by the generator is supplied to the propulsion boosting motor via a frequency converter, and further generated by the generator. Electricity is independent of the onboard power system.

  According to a second aspect of the present invention, there is provided a marine vessel propulsion system in which a propulsion motor and a propeller are connected by a propulsion shaft, and electric power generated by the power generation device is supplied to the propulsion motor via a frequency converter. A generator for recovering surplus exhaust energy and generating electricity is directly connected to a supercharger installed in the generator, and the electric power generated by the generator is supplied to the propulsion motor via a frequency converter, and the propulsion motor Is a multi-winding type, and both the electric power generated by the power generator and the electric power generated by the generator directly connected to the supercharger, or the propulsion motor can be operated by one side, and the power generation directly connected to the supercharger The power generated by the aircraft is independent of the inboard power system.

  According to a third aspect of the present invention, in a marine vessel propulsion system in which a main unit with a supercharger and a propeller are connected by a propulsion shaft, and a shaft-driven generator is provided on the propulsion shaft, surplus exhaust energy is recovered in the supercharger of the main unit When the shaft-driven generator is operated as a propulsion boost motor, the power generated by the generator directly connected to the supercharger is converted to the shaft-driven generator via a frequency converter. The shaft drive generator is a multi-winding type, and the shaft drive generator is either one of the power supplied from the inboard power supply system and the power generated by the generator directly connected to the supercharger, or one of them. The electric power generated by a generator that is operable and directly connected to the supercharger is independent of an onboard power supply system.

  According to the present invention, since the power generated by the generator directly connected to the supercharger can be immediately converted to the frequency desired by the main engine by the frequency converter and propulsion boosted, a large load is applied to the propulsion motor even when the load of the main engine changes. This improves the reliability. In addition, a multistage reduction gear for adjusting the number of rotations is not required, so that the installation cost can be reduced, the degree of freedom of equipment arrangement can be improved, and the load of cargo and the like can be increased and the maintenance cost can be reduced. In addition, since the exhaust gas energy is recovered as the driving force independently of the inboard power supply system, it is possible to measure energy conservation even for ships with a small inboard load, and by using a multi-winding propulsion motor, Even if the power supply of one of the generators directly connected to the feeder is interrupted, the propeller can be propelled on the other side and the redundancy of the system is improved.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the best embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a configuration diagram of a first embodiment of the present invention.
As shown in FIG. 1, in this embodiment, the main machine 1 and the propeller 2 are connected by a propulsion shaft 3, and a propulsion biasing electric motor 10 is installed on the propulsion shaft 3. The main engine 1 is provided with a supercharger 4 driven by main engine exhaust gas, and a generator 5 is directly connected to the supercharger 4. The power generated by the generator 5 is converted to a rotational frequency desired by the main engine 1 by the frequency converter 11a, and is supplied to the propulsion boosting motor 10 to energize the main engine 1.

  According to the marine vessel propulsion system of the present embodiment, the power generated by the generator 5 directly connected to the supercharger 4 can be immediately converted to the frequency desired by the main engine 1 by the frequency converter 11a, and can be propelled. Even during the fluctuation, the propulsion boosting electric motor 10 is not subjected to a large load, and the reliability is improved. In addition, a multistage reduction gear for adjusting the number of rotations is not required, so that the installation cost can be reduced, the degree of freedom of equipment arrangement can be improved, and the load of cargo and the like can be increased and the maintenance cost can be reduced. Furthermore, since the exhaust gas energy is recovered as a driving force independently of the inboard power supply system, it is possible to save energy even in a ship with a small inboard load.

FIG. 2 is a configuration diagram of the second embodiment of the present invention.
As shown in FIG. 2, in this embodiment, the propulsion motor 12 and the propeller 2 are connected by the propulsion shaft 3, and the power generation output of the power generation device 13 including the engine 17, the supercharger 4, and the generator 5 c is the distribution board 14. Power is supplied to the propulsion motor 12 via the inboard power supply system and the frequency converter 11b. A supercharger 4 that is driven by engine exhaust gas is installed in the engine 17, and a generator 5 is directly connected to the supercharger 4. The power generated by the generator 5 is converted into a rotation frequency desired by the propulsion motor 12 by the frequency converter 11a, and is supplied and energized. Since the propulsion motor 12 is of a multi-winding type, it can be operated with both or one of the power generated by the power generator 13 and the power generated by the generator 5 directly connected to the supercharger 4. The electric power generated by the generator 5 directly connected to the supercharger 4 is independent of the ship power system. A plurality of power generators 13 may be installed. In that case, the generator 5 according to the number of the superchargers 4 installed in the engine 17 of the power generator 13 is installed, and the propulsion motor 12 has multiple windings according to the number of installed inboard power systems and generators 5. And it is sufficient.

  According to the marine vessel propulsion system of the present embodiment, the power generated by the generator 5 directly connected to the supercharger 4 can be immediately converted to the frequency desired by the main engine by the frequency converter 11a and propelled. A multi-stage reduction gear is not required, and it is possible to reduce equipment installation space, improve the degree of freedom of equipment arrangement, and increase the load of cargo and the like, and reduce maintenance costs. In addition, since the exhaust gas energy is recovered as the driving force independently of the inboard power supply system, it is possible to save energy even in ships with a small inboard load, and by using a multi-winding propulsion motor, the inboard power supply or supercharging Even if the power supply of one of the generators directly connected to the generator is interrupted, the propeller can be propelled on the other side, improving the system redundancy.

FIG. 3 is a configuration diagram of the third embodiment of the present invention.
As shown in FIG. 3, in this embodiment, the main machine 1 and the propeller 2 are connected by a propulsion shaft 3, and a shaft drive generator 15 is installed on the propulsion shaft 3. The shaft drive generator 15 is connected to the inboard power supply system via the frequency converter 11c. The synchronous phase adjuster 16 is provided to adjust the output voltage and frequency of the shaft drive generator 15. The main engine 1 is provided with a supercharger 4 driven by main engine exhaust gas, and a generator 5 is directly connected to the supercharger 4. When the shaft drive generator 15 is operated as a propulsion energizing motor, the power generated by the generator 5 is converted to a frequency desired by the main unit 1 by the frequency converter 11a, and is supplied to the shaft drive generator 15 for propulsion. Since the shaft drive generator 15 is a multi-winding type, both the electric power supplied from the inboard power supply system via the frequency converter 11c and the electric power generated by the generator 5 directly connected to the supercharger 4 are used. It is possible to drive. Electric power generated by the generator 5 directly connected to the supercharger 4 is independent of the ship power system.

  According to the marine vessel propulsion system of the present embodiment, the power generated by the generator 5 directly connected to the supercharger 4 can be immediately converted to the frequency desired by the main engine 1 by the frequency converter 11a, and can be propelled. Even during fluctuations, a large load is not applied to the propulsion motor and the reliability is improved. In addition, a multistage reduction gear for adjusting the number of rotations is not required, so that the installation cost can be reduced, the degree of freedom of equipment arrangement can be improved, and the load of cargo and the like can be increased and the maintenance cost can be reduced. In addition, since the exhaust gas energy is recovered as the driving force independently of the inboard power supply system, it is possible to save energy even in ships with a small inboard load, and by using a multi-winding propulsion motor, the inboard power supply or supercharging Even if the power supply of one of the generators directly connected to the generator is interrupted, the propeller can be propelled on the other side, improving the system redundancy.

  3 is an example applied to an in-line type shaft drive power generation system, but can be applied to various types as shown in the respective modifications of FIGS. 4 to 6 below.

  FIG. 4 is a configuration diagram of a first modification of the third embodiment of the present invention. Only the configuration of the overhang type in which the shaft drive generator 15a is installed at the shaft end of the main machine 1 is the third embodiment of FIG. It is different from the form.

  FIG. 5 is a block diagram of a first modification of the third embodiment of the present invention, in which a shaft drive generator 15b is installed via a step-up gear 18 provided on the propulsion shaft 3 between the main engine 1 and the propeller 2. Only the configuration of the step-up type is different from the third embodiment of FIG.

  FIG. 6 is a configuration diagram of a first modification of the third embodiment of the present invention, and only a configuration of a power take-off type in which a shaft drive generator 15c is installed via a step-up gear 18 provided in the main engine 1 is shown. This is different from the third embodiment of FIG.

  4 to 6 also has the same effect as that of the third embodiment, that is, does not require a multistage speed reducer for adjusting the rotational speed, reduces equipment installation space, improves the degree of freedom of equipment arrangement, and Maintenance costs can be reduced with an increase in the load of cargo. In addition, since the exhaust gas energy is recovered as the driving force independently of the inboard power supply system, it is possible to save energy even in ships with a small inboard load, and by using a multi-winding propulsion motor, the inboard power supply or supercharging Even if the power supply of one of the generators directly connected to the generator is interrupted, the propeller can be propelled on the other side, and the system redundancy can be improved.

The block diagram of the 1st Embodiment of this invention. The block diagram of the 2nd Embodiment of this invention. The block diagram of the 3rd Embodiment of this invention. The block diagram of the 1st modification of the 3rd Embodiment of this invention. The block diagram of the 2nd modification of the 3rd Embodiment of this invention. The block diagram of the 3rd modification of the 3rd Embodiment of this invention. The block diagram of the conventional ship propulsion system. The block diagram of the other conventional ship propulsion system.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Main machine, 2 ... Propeller, 3 ... Propulsion shaft, 4 ... Supercharger, 5, 5a, 5b, 5c ... Generator, 6 ... Reduction gear, 7 ... Exhaust gas economizer, 8 ... Power generation turbine, 9 ... Propulsion boost Turbine, 10, 10a ... propulsion boosting motor, 11a, 11b, 11c ... frequency converter, 12 ... propulsion motor, 13 ... power generator, 14 ... switchboard, 15, 15a, 15b, 15c ... shaft drive generator, 16 ... Synchronous phase adjuster, 17 ... engine, 18 ... step-up gear.

Claims (3)

  In a ship propulsion system in which a main unit with a supercharger and a propeller are connected by a propulsion shaft, and a propulsion boosting electric motor is provided on the propulsion shaft, a generator that collects surplus exhaust energy and generates electricity is directly connected to the supercharger of the main unit In addition, the electric power generated by the generator is supplied to the propulsion boosting electric motor via a frequency converter, and the electric power generated by the generator is independent of an inboard power supply system. system.   In a marine vessel propulsion system in which a propulsion motor and a propeller are connected by a propulsion shaft and the electric power generated by the power generation device is supplied to the propulsion motor via a frequency converter, the supercharger installed in the engine of the power generation device A generator for generating power by collecting surplus exhaust energy is directly connected, and the electric power generated by the power generation device is supplied to the propulsion motor through a frequency converter. The propulsion motor is a multi-winding type, and the power generation The propulsion motor can be operated by both the power generated by the apparatus and the power generated by the generator directly connected to the supercharger, or the power generated by the power generator directly connected to the supercharger A ship propulsion system characterized by being independent of the grid.   In a marine vessel propulsion system in which a main unit with a supercharger and a propeller are connected by a propulsion shaft and a shaft-driven generator is provided on the propulsion shaft, a generator that collects surplus exhaust energy and generates electricity is directly connected to the supercharger of the main unit When the shaft-driven generator is operated as a propulsion motor, the power generated by the generator directly connected to the supercharger is supplied to the shaft-driven generator via the frequency converter, and the shaft drive The generator is a multi-winding type, and the shaft-driven generator can be operated by either or both of the electric power supplied from the ship power system and the electric power generated by the generator directly connected to the supercharger. A ship propulsion system characterized in that the power generated by the generator directly connected to is independent of the inboard power system.

Images