JP2016135632A - Integration control apparatus for ship, ship equipped with same, and integration control method and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to synchronize respective screws of a multiple screw ship on which different kinds of propulsion engines are provided.SOLUTION: An integration control apparatus for a ship comprises: a turbine control device 10 for controlling a turbine propulsion engine 1 which rotates a first propeller 18 of the ship by a steam turbine 14; and an electric propulsion control device 20 for controlling an electric propulsion engine 2 which rotates a second propeller 28 by an electric motor 24. A control command for ship maneuvering is inputted at an output value, the electric propulsion control device 20 so performs feedback control of the electric motor 24 that a shaft output of a propeller shaft 21A of the second propeller 28 becomes the afore-said output value, and the turbine control device 10 converts the output value into a valve opening of a nozzle valve 19 which adjusts a steam supply amount of the steam turbine 14, and so performs feedback control of the opening of the nozzle valve 19 as to obtain the converted valve opening.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a ship integrated control apparatus, a ship provided with the same, an integrated control method, and a program.

Conventionally, a steam turbine engine of a steam turbine ship has a control signal provided to the governor lift in response to the engine telegraph instruction when the operator issues a ship maneuvering instruction from the engine telegraph provided on the control panel installed on the bridge. Has been. When the ship operator determines that the speed or the like needs to be adjusted during navigation, the ship operator adjusts the ship operation instruction by the engine telegraph.
In addition, an electric propulsion engine using a diesel engine can be cited as a propulsion engine that has better fuel efficiency than a steam turbine. However, because maintenance costs are high, different types of propulsion engines such as an electric propulsion engine and a steam turbine engine are combined. It is considered to configure a ship propulsion system.

The following has been proposed as a ship propulsion system using different types of propulsion engines.
For example, Patent Document 1 below includes a gas turbine and an electric motor as different types of power sources, synchronizes a plurality of power sources having different time constants of rotational speed, and outputs the output of the gas turbine and the output of the electric motor to one main shaft. A propulsion system is described that outputs and controls the rotational speed of the spindle.

JP 2012-87750 A

By the way, in the electric propulsion ship provided with the electric propulsion engine, the electric propulsion engine is controlled to have a predetermined number of revolutions when the operator gives an output instruction to the motor connected to the propeller. As described above, in the steam turbine ship, the ship operator outputs the governor lift via the engine telegraph, and the steam turbine engine is controlled.
When these electric propulsion engines and steam turbine engines are different types of propulsion engines and each is a two-shaft ship equipped with a propeller, one shaft (steam turbine engine side) is the governor lift instruction and the other shaft (electric propulsion engine side) Is an output instruction, and since the control signals are not unified, there is a problem that it is difficult to synchronize both axes.

  In the method of Patent Document 1 described above, a marine vessel propulsion system is described in which outputs from different types of power sources are output to one main shaft and one propeller is provided. Each propeller has a propeller. It does not describe the control of the propulsion system in the case of the provided multi-axis ship. In addition, when there is a small number of ships that travel during open ocean navigation or the like and control is performed to give a large load to the propulsion system, the steam turbine engine has poor followability with respect to instructions in the rotational speed. However, the steam turbine engine cannot obtain a desired output and cannot solve the problem of synchronizing both shafts.

  The present invention has been made in view of such circumstances, and is a ship integrated control device capable of synchronizing the axes of a multi-axis ship provided with different types of propulsion engines, a ship provided with the same, and integrated control. An object is to provide a method and a program.

In order to solve the above problems, the present invention employs the following means.
The present invention includes a turbine control device that controls a turbine propulsion engine that rotates a propeller of a ship by a turbine, and an electric propulsion control device that controls an electric propulsion engine that rotates another propeller different from the propeller by an electric motor. When the ship maneuvering control instruction is input as an output value, the electric propulsion control device feedback-controls the electric motor so that the shaft output of the propeller shaft of the other propeller becomes the output value, and the turbine control The apparatus converts the output value into a valve opening of a regulating valve that adjusts a supply amount of the working fluid of the turbine, and performs feedback control of the opening of the regulating valve so as to obtain the converted valve opening. A control device is provided.

According to such a configuration, when a ship maneuvering control instruction is input as an output value, the input output value is converted into a valve opening, and supply of the working fluid of the turbine is performed so as to obtain the converted valve opening. Since the opening degree of the adjusting valve for adjusting the amount is feedback controlled, the shaft output of the propeller shaft of the propeller rotated by the turbine propulsion engine is controlled to be the input output value. In addition, another propeller rotated by the electric propulsion engine is feedback-controlled so that the output value input by the control instruction is obtained, and the shaft output is controlled.
Thereby, in a multi-shaft ship (for example, a 2-shaft ship) provided with a turbine propulsion engine and an electric propulsion engine, a ship maneuvering control instruction (control signal) is unified and given as an output value. Since the propulsion engine is adjusted, the turbine propulsion engine and the electric propulsion engine can be easily synchronized, and the uniformity and operability of the control logic can be improved.

The turbine control device of the integrated control device includes first correspondence information in which the output value is associated with the opening of the adjustment valve for obtaining the output value, and the output value is input. Further, it is possible to provide conversion means for determining information on the opening degree of the regulating valve corresponding to the output value from the first correspondence information and outputting the information as the valve opening degree converted from the output value.
Thereby, the output value input as the control instruction can be quickly converted into the valve opening.

  The said conversion means of the said integrated control apparatus is good also as collecting the operation data of the said ship for every predetermined period, and correct | amending the said 1st correspondence information based on the said operation data.

  At the time of starting operation (for example, at the time of new construction), it is not possible to determine in advance the influence of changes over time, but the operation data is collected (sampled) every predetermined period, and the first is based on the collected data. By correcting the correspondence information, it is possible to generate the first correspondence information that reflects the influence of changes over time, and to determine the valve opening degree of the regulating valve with respect to the output value corresponding to the currently used turbine propulsion engine.

  The turbine control device of the integrated control device may include correction means for correcting the output value in accordance with a plant state of the turbine propulsion engine.

  Even if the turbine propulsion engine side and the electric propulsion engine side can be synchronized without correction, the plant state of the turbine propulsion engine (for example, main steam pressure / temperature, reheat steam pressure / temperature, etc. in a steam turbine) fluctuates. Therefore, it is considered that synchronization will eventually be lost. The present invention corrects the output value in accordance with the plant state in consideration of the fluctuation of the plant state. As a result, the shaft output of the propeller shaft driven by the turbine propulsion engine is quickly adjusted to the output value of the control instruction, and is quickly converged to the control instruction intended by the operator (for example, ship speed, output achievement, etc.) The state where the turbine propulsion engine side and the electric propulsion engine side are synchronized can be continued.

  The correction unit of the integrated control apparatus includes one or more second correspondence information that associates a parameter indicating the plant state with a correction coefficient, and is determined based on the plant state and the second correspondence information. The output value may be corrected based on one or more correction coefficients.

  Thereby, when the parameter which shows a plant state is acquired, since the correction coefficient corresponding to a plant state can be determined simply, correction | amendment of an output value can also be performed easily. The parameters indicating the plant state are the main steam pressure / main steam temperature supplied from the boiler, reheat steam pipe pressure loss when equipped with a reheater, reheat steam temperature, main condenser vacuum, external turbine Examples include loss (for example, loss due to the effects of a speed reducer, turbine windage, steam leakage, mechanical loss, etc.), steam extraction amount, and the like.

  The present invention provides a ship comprising any one of the above integrated control apparatus, a turbine propulsion engine that rotates a propeller of a ship by a turbine, and an electric propulsion engine that rotates another propeller different from the propeller by an electric motor. provide.

  The present invention relates to a turbine control step for controlling an output of a turbine propulsion engine for rotating a propeller of a ship by a turbine, and an electric propulsion control step for controlling an output of an electric propulsion engine for rotating another propeller different from the propeller by an electric motor. When the control instruction of the boat maneuver is input as an output value, the motor is feedback-controlled so that the shaft output of the propeller shaft of the other propeller becomes the output value, and the output value is set to the valve opening degree. There is provided an integrated control method for performing feedback control of the opening degree of an adjustment valve that converts the adjustment amount of the working fluid of the turbine so as to obtain the converted valve opening degree.

  The present invention relates to a ship provided with a turbine control apparatus that controls a turbine propulsion engine that rotates a propeller of a ship by a turbine, and an electric propulsion control apparatus that controls an electric propulsion engine that rotates another propeller different from the propeller by an electric motor. An integrated control program, and when a ship maneuvering control instruction is input as an output value, a first process for feedback-controlling the electric motor so that the shaft output of the propeller shaft of the other propeller becomes the output value; The output value is converted into a valve opening, and the computer executes a second process that feedback-controls the opening of the adjusting valve that adjusts the supply amount of the working fluid of the turbine so as to obtain the converted valve opening. An integrated control program is provided.

  The present invention has an effect that each axis of a multi-axis ship provided with different types of propulsion engines can be synchronized.

It is a schematic block diagram of the propulsion apparatus of the biaxial ship provided with the integrated control apparatus which concerns on this invention. It is a functional block diagram of the integrated control apparatus which concerns on this invention. An example of the 1st correspondence information provided in a conversion part is shown. An example of the second correspondence information is shown, and a correction coefficient set for the main steam pressure is shown. The other example of the 2nd correspondence information is shown, and the correction coefficient set up to the main steam temperature is shown. The other example of the 2nd correspondence information is shown, and the reheat steam piping pressure loss coefficient (correction coefficient) set up to the pressure loss of reheat steam piping is shown. The other example of the 2nd correspondence information is shown, and the correction coefficient set up to reheat steam temperature is shown. The other example of 2nd corresponding | compatible information is shown, and the correction coefficient set with respect to the main condenser vacuum degree is shown. The other example of 2nd corresponding | compatible information is shown, and the turbine external loss coefficient (correction coefficient) set with respect to a turbine output is shown. It is an operation | movement flow of the integrated control apparatus which concerns on this invention. It is an operation | movement flow in the case of controlling the biaxial ship of an electric propulsion engine and a turbine propulsion engine by a prior art. An example of the 1st correspondence information concerning the modification of the present invention is shown.

  DESCRIPTION OF EMBODIMENTS Embodiments of a ship integrated control device, a ship provided with the same, an integrated control method, and a program according to the present invention will be described below with reference to the drawings.

  FIG. 1 shows a schematic configuration diagram of a propulsion device for a biaxial ship provided with an integrated control device 3 of the present embodiment. A propulsion system 100 for a biaxial ship according to the present embodiment includes a turbine propulsion engine (for example, for starboard) 1, an electric propulsion engine (for example, for port) 2, and an integrated control device 3. The turbine propulsion engine 1 and the electric propulsion engine 2 are installed in an engine room (not shown) under the deck of the biaxial ship.

The turbine propulsion engine 1 includes a propulsion shaft 11, a reduction gear 13, a propulsion steam turbine (turbine) 14, a steam generation device 15, and a first propeller 18, and is controlled by the turbine control device 10. .
The propulsion steam turbine 14 is a reheat turbine, and includes a forward low pressure turbine 14A, a forward high pressure turbine 14B, a forward intermediate pressure turbine 14C, and a reverse turbine 14D. The forward low-pressure turbine 14A, the forward high-pressure turbine 14B, the forward intermediate-pressure turbine 14C, and the reverse turbine 14D constitute one main engine.
In the present embodiment, the propulsion steam turbine 14 is described as being a reheat turbine. However, the present invention is not limited to this, and the propulsion steam turbine 14 may be a non-reheat turbine that does not reheat steam during the expansion stage. .

In the main engine, the forward low-pressure turbine 14 </ b> A and the reverse turbine 14 </ b> D are connected via a single turbine shaft (not shown). The forward high pressure turbine 14B and the forward intermediate pressure turbine 14C are connected via a single turbine shaft (not shown). The forward high-pressure turbine 14 </ b> B is driven to rotate when main steam is supplied from the steam generator 15. The forward low-pressure turbine 14A is connected to a main condenser (main condenser) M / C, and the steam exhausted from the forward low-pressure turbine 14A is condensed in the main condenser M / C.
The main condenser M / C is provided with a sensor for measuring the degree of vacuum.

The propulsion steam turbine 14 is provided with a nozzle valve (regulating valve) 19 that adjusts the amount of steam supplied (working fluid amount), and the nozzle valve 19 has a lift sensor (not shown) that detects the valve opening. Is provided.
In the present embodiment, the amount of steam supplied to the propulsion steam turbine 14 is described as the nozzle valve 19, but the shape is not particularly limited as long as it is a steam control valve that adjusts the flow rate of the supplied steam.

  The speed reducer 13 includes a high pressure turbine side first speed reducer 13A, a low pressure turbine side first speed reducer 13B, and a second speed reducer 13C. The high-pressure turbine side first reduction gear 13 </ b> A, the low-pressure turbine side first reduction gear 13 </ b> B, and the second reduction gear 13 </ b> C are provided on the stern side of the propulsion steam turbine 14. The turbine shaft of the forward intermediate pressure turbine 14C is connected to the high-pressure turbine side first reduction gear 13A. The turbine shaft of the forward low-pressure turbine 14A is connected to the low-pressure turbine-side first reduction gear 13B. A second speed reducer 13C is connected to the other ends of the high pressure turbine side first speed reducer 13A and the low pressure turbine side first speed reducer 13B.

The steam generator 15 includes a main boiler 16 and a reheater 17.
The main boiler 16 supplies the generated main steam to the forward high-pressure turbine 14B and the reverse turbine 14D. A sensor for detecting the main steam pressure and the main steam temperature is provided in the middle of the path through which the steam is sent from the main boiler 16 to the forward high-pressure turbine 14B and the reverse turbine 14D. A sensor for detecting the main steam pressure and the main steam temperature is provided in the immediate vicinity of the turbine inlet (after being affected by piping loss, etc.), so that the main steam can be more accurately taken into account with the pressure loss in the piping. Pressure and main steam temperature can be measured.

  The reheater 17 heats the steam exhausted from the forward high pressure turbine 14B, and supplies the heated steam to the forward intermediate pressure turbine 14C. A sensor for measuring the reheat steam temperature is provided in the middle of the path through which the reheat steam is sent from the reheater 17 to the forward intermediate pressure turbine 14C. In addition, the sensor for measuring the reheat steam temperature can be measured more accurately by providing a pressure loss in the piping by providing it near the turbine inlet.

The propulsion shaft 11 includes a propeller shaft 11A, an intermediate shaft 11B, and a clutch 12.
The intermediate shaft 11B is connected to the second speed reducer 13C. In addition, a propeller shaft 11A is connected to the other end of the intermediate shaft 11B via a clutch 12. The clutch 12 separates or fits between the propeller shaft 11A and the intermediate shaft 11B by fitting / removing.
The first propeller 18 is connected to the other end of the propeller shaft 11A.

  The propeller shaft 11A is provided with a rotation number transmitter (not shown) and an output detector (not shown). The rotation speed of the propeller shaft 11A detected from the rotation speed transmitter (hereinafter referred to as “actual rotation speed”) and the shaft output of the propeller shaft 11A detected from the output detector (hereinafter referred to as “real shaft output”) are Is output to the integrated control device 3.

The electric propulsion engine 2 includes a propulsion shaft 21, a reduction gear 23, a propulsion motor 24, a transformer 25, a diesel generator 26, and a second propeller 28, and is controlled by the electric propulsion control device 20. Is done.
The diesel generator 26 includes a plurality of generators 26a and a diesel engine 26b provided for each generator 26a. The diesel engine 26b is a dual fuel diesel engine operated by burning heavy oil fuel and / or gas fuel. The generator 26 a is driven by the diesel engine 26 b and sends the generated electricity to the transformer 25.

The transformer 25 transforms the electric power acquired from the generator 26a and sends it to the propulsion motor 24 and other electric power consumers.
The propulsion motor 24 is rotationally driven by the electric power generated by the generator 26 a acquired via the transformer 25.
The speed reducer 23 decelerates the driving power of the propulsion motor 24 and transmits it to the propulsion shaft 21.

The propulsion shaft 21 includes a propeller shaft 21A, an intermediate shaft 21B, and a clutch 22.
The intermediate shaft 21B is connected to the speed reducer 23. A propeller shaft 21A is connected to the other end of the intermediate shaft 21B via a clutch 22. The clutch 22 separates or fits between the propeller shaft 21A and the intermediate shaft 21B by fitting / removing.
A second propeller 28 is connected to the other end of the propeller shaft 21A.

  The propeller shaft 21A is provided with a rotation number transmitter (not shown) and an output detector (not shown). The signals of the rotation speed of the propeller shaft 21A detected from the rotation speed transmitter (hereinafter referred to as “actual rotation speed”) and the shaft output of the propeller shaft 21A detected from the output detector (hereinafter referred to as “real shaft output”) are Is output to the integrated control device 3.

  The integrated control device 3 is provided in an engine control room (not shown). The integrated control device 3 includes, for example, a CPU (Central Processing Unit) (not shown), a RAM (Random Access Memory), a computer-readable recording medium, and the like. A series of processing steps for realizing various functions to be described later are recorded in a recording medium or the like in the form of a program, and the CPU reads the program into a RAM or the like to execute information processing / arithmetic processing. Thus, various functions described later are realized.

Specifically, as shown in FIG. 2, the integrated control device 3 includes a turbine control device 10 and an electric propulsion control device 20. The integrated control device 3 acquires a ship maneuvering control instruction as an output value, and controls the turbine control device 10 and the electric propulsion control device 20 so that the output value is obtained in the propulsion system 100 of the biaxial ship.
The electric propulsion control device 20 controls the number of revolutions by controlling the propulsion motor 24 so as to coincide with the designated number of revolutions calculated from the operation signal transmitted by the operator while the ship is navigating the harbor.
Further, the electric propulsion control device 20 allows the propulsion motor 24 so that the shaft output of the propeller shaft of the second propeller 28 becomes the output value input as the control instruction of the marine vessel maneuvering while the ship is sailing in the open sea. Feedback control.

The turbine control device 10 controls the amount of steam supplied to the propulsion steam turbine 14 so as to coincide with the indicated rotational speed calculated from the operation signal transmitted by the ship operator while the ship is navigating the port, and the propulsion steam. Rotational speed control for increasing or decreasing the rotational speed of the turbine 14 is performed. Since the load is small during harbor navigation where there is a lot of traffic of other ships, the propulsion steam turbine 14 can be adjusted by the rotational speed.
Further, the turbine control device 10 converts the output value into the valve opening (governor lift) of the nozzle valve 19 by the CPU when the ship maneuvering control instruction is input as the output value while the ship is sailing in the open sea. The opening degree of the nozzle valve 19 is feedback-controlled so that the opening degree becomes the same (matches). More specifically, the turbine control device 10 includes a conversion unit (conversion unit) 101 and a correction unit (correction unit) 102.

The conversion unit 101 includes first correspondence information in which the output value and the opening of the nozzle valve 19 for obtaining the output value are associated with each other, and when the output value information is input, the first correspondence information is provided. Information on the opening degree (lift) of the nozzle valve 19 corresponding to the output value is determined, and the determined value is output as the valve opening degree converted from the output value. The first correspondence information is information that can be obtained by examination on the desk or actual operation (including trial operation), and the output value and the information on the opening of the nozzle valve 19 for obtaining the output value are obtained in advance. And stored in the conversion unit 101.
FIG. 3 shows an example of first correspondence information in which the horizontal axis indicates the shaft output of the propeller shaft 11A and the vertical axis indicates the lift (valve lift) of the nozzle valve 19. For example, when acquiring the output value, the conversion unit 101 reads a lift corresponding to the acquired output value based on the first correspondence information as illustrated in FIG. 3 and converts the read lift from the output value. Is output as the valve opening.

When correction by the correction unit 102 described below is not performed, the lift output from the conversion unit 101 described above is used as a target for feedback control of the nozzle valve 19.
In the present embodiment, when the conversion unit 101 and the correction unit 102 are combined and a ship maneuvering control instruction is acquired as an output value, the correction unit 102 corrects the output value according to the plant state, and then corrects the output. The case where the lift with respect to the value is output based on the first correspondence information of the conversion unit 101 will be described as an example.
Hereinafter, the point of correcting the output value by the correction unit 102 will be described.

The correction unit 102 corrects the output value according to the plant state of the turbine propulsion engine 1. Specifically, one or more second correspondence information for associating a parameter indicating a plant state with a correction coefficient is provided, and based on one or more correction coefficients determined based on the plant state and the second correspondence information. Correct the output value. Specifically, the correction unit 102 sets a target output value input as a control instruction as P, a correction coefficient according to a parameter indicating a plant state as C, and a corrected output value as P ′. For this, the corrected output value P ′ is calculated by the following equation (1).
P ′ = P × C (1)

  Here, the correction coefficient C corresponding to the parameter indicating the plant state is, for example, a correction coefficient C1 set according to the main steam pressure that is the pressure of the main steam supplied to the propulsion steam turbine 14, Correction coefficient C2 set according to temperature, reheat steam pipe pressure loss coefficient (correction coefficient) C3 set according to reheat steam pipe pressure loss in the case of a reheat turbine, reheat turbine Correction coefficient C4 set according to the temperature of the reheated steam, correction coefficient C5 set according to the degree of vacuum of the main condenser M / C, and external loss of the turbine (speed reducer 13 / turbine according to the turbine output) In consideration of the fact that the loss factor of the wind loss, steam leakage, mechanical loss, etc.) fluctuates, a turbine external loss coefficient (correction coefficient) C6 and the like set according to the turbine output is included.

The reheat steam pipe pressure loss coefficient C3 is obtained by measuring the high-pressure turbine exhaust pressure (Php_ex) and the intermediate-pressure turbine inlet pressure (Pip_in), obtaining the difference ΔP (Php_ex-Pip_in), and obtaining the coefficient from the correction coefficient curve. . If the differential pressure is greater than planned, the output will be shorted, resulting in the need for more steam.
When the output value is corrected, the correction coefficient C is multiplied by the correction coefficients C1 to C6 to be taken into consideration. That is, when the output value is corrected in consideration of all the correction coefficients C1 to C6, P ′ is obtained as in the following equation (2).
P ′ = P × C1 × C2 × C3 × C4 × C5 × C6 (2)

In this embodiment, six correction coefficients C from C1 to C6 are used. However, the present invention is not limited to this, and the output value may be corrected using at least one correction coefficient C. In addition to the six described above, other correction coefficients may be used. For example, when the steam is extracted from the middle stage of the turbine for other purposes (heat exchanger, etc.), the steam extraction amount is measured, and the steam extraction amount is used as a parameter indicating the plant state. A correction coefficient may be set.
Moreover, in this embodiment, although the steam turbine used the reheat turbine, when using a non-reheat turbine, correction coefficient C3 and C4 are not used.

FIGS. 4 to 9 show an example of second correspondence information for obtaining correction coefficients C1 to C6 used in the integrated control apparatus 3 according to the present embodiment.
FIG. 4 shows the correction factor C1 determined for the main steam pressure at the inlet of the forward high pressure turbine 14B detected from the current plant.
FIG. 5 shows a correction coefficient C2 determined with respect to the main steam temperature, with the parameter indicating the current plant state as the main steam temperature at the inlet of the high-pressure turbine 14B for forward travel.
FIG. 6 shows a correction coefficient C3 determined for the detected pressure loss of the reheat steam pipe, where the parameter indicating the current plant state is the pressure loss of the pipe through which the reheat steam of the reheater 17 flows. ing.

FIG. 7 shows a correction coefficient C4 determined for the detected reheat steam temperature, with the parameter indicating the current plant state as the reheat steam temperature at the inlet of the intermediate pressure turbine 14C for forward movement.
FIG. 8 shows the correction coefficient C5 determined for the detected main condenser vacuum degree, with the parameter indicating the current plant state as the vacuum degree of the main condenser.
FIG. 9 shows the correction factor C6 that is determined for the ratio of the current turbine output to the rated turbine output.

When the corrected output value P ′ is obtained by the correction unit 102, the turbine control device 10 reads the lift corresponding to the corrected output value P ′ by referring to the first correspondence information of the conversion unit 101. Output lift.
In this manner, the turbine control device 10 performs feedback control of the nozzle valve 19 by the lift output by the correction unit 102.
Here, as an example, for a turbine rated 8.8 MpaG × 555 ° C. (main steam / reheat steam) × 722 mmHgv (main condenser vacuum), plant state 8.8 MPaG × 535 ° C. (main steam / reheat) Consider a case where there is a control instruction of an output value of 10 MW in (steam) × 718 mmHgv (main condenser vacuum). It is assumed that the reheat steam pipe pressure loss is as planned, the rated turbine output is 13 MW, and the external loss is 4%.

  In such a case, the output value P = 10,000 kW, the main steam pressure correction coefficient C1 = 1.0000, the main steam temperature correction coefficient C2 = 1.0085, and the reheat steam pipe pressure loss coefficient C3 = 1.0000, reheat steam temperature correction coefficient C4 = 1.0187, main condenser vacuum degree correction coefficient C5 = 1.0059, turbine external loss coefficient C6 = 1.0214. Is substituted, the corrected output value P ′ = 10,555 kW.

In the plant state assumed in this way, an output that is about 5.6% larger than the control instruction for the output value (correction of the control instruction) is required.
That is, in the first correspondence information, by outputting a lift corresponding to 10.555 kW which is approximately 5.6% larger than the output value control instruction (P = 10,000 kW), a lift larger than the lift corresponding to 10 MW is obtained. 10MW can be achieved with the shaft output of the steam turbine even in the assumed plant state.

Next, an operation method of the turbine propulsion engine 1 and the electric propulsion engine 2 when the ship advances is described.
In the turbine propulsion engine 1, main steam generated in the main boiler 16 is supplied to the forward high-pressure turbine 14 </ b> B via the nozzle valve 19. The main steam that has flowed into the forward high-pressure turbine 14 </ b> B is flowing in the nozzle, and the thermal energy held therein is converted into kinetic energy to become high-speed flowing steam. The high-speed flowing steam acts on turbine blades (not shown) to rotate and drive the turbine shaft of the forward high-pressure turbine 14B.

The steam that has passed through the forward high-pressure turbine 14 </ b> B is guided to the reheater 17.
The steam guided to the reheater 17 is re-superheated and heated to the saturation temperature or higher to be superheated steam. The superheated steam is supplied to the forward intermediate pressure turbine 14C.
Superheated steam is guided from the reheater 17 to the forward intermediate pressure turbine 14C.
Like the forward high-pressure turbine 14B, the superheated steam supplied to the forward intermediate-pressure turbine 14C is flowing in a nozzle (not shown), and the thermal energy held therein is converted into kinetic energy. It becomes steam. The high-speed flowing steam acts on turbine blades (not shown) to further drive the turbine shaft of the forward high-pressure turbine 14B. The steam that has passed through the forward intermediate pressure turbine 14C is guided to the forward low pressure turbine 14A.

  The steam guided to the forward low-pressure turbine 14A is converted into kinetic energy by the thermal energy held in the nozzle (not shown) while flowing in the same manner as the forward high-pressure turbine 14B and the forward intermediate-pressure turbine 14C. It becomes high-speed flowing steam. The high-speed flowing steam acts on turbine blades (not shown) to rotationally drive the turbine shaft of the forward low-pressure turbine 14A.

  The output of the turbine shaft driven by the forward high pressure turbine 14B and the forward intermediate pressure turbine 14C is reduced by the high pressure turbine side first reduction gear 13A. The output of the turbine shaft of the forward low-pressure turbine 14A is reduced by the low-pressure turbine-side first reduction gear 13B. The outputs of the high-pressure turbine side first reduction gear 13A and the low-pressure turbine side first reduction gear 13B are transmitted to the second reduction gear 13C. By the second speed reducer 13C, the outputs of the high pressure turbine side first speed reducer 13A and the low pressure turbine side first speed reducer 13B are combined into one output. The single output is further reduced in the second reduction gear 13C.

  The reduced output is transmitted to the intermediate shaft 11B. The output transmitted to the intermediate shaft 11B is transmitted to the propeller shaft 11A when the clutch 12 is in the engaged state. When the output is transmitted from the intermediate shaft 11B to the propeller shaft 11A, the first propeller 18 is rotationally driven to generate thrust. On the other hand, when the clutch 12 is disengaged, the output of the intermediate shaft 11B is not transmitted to the propeller shaft 11A. Since no output is transmitted to the propeller shaft 11A, the first propeller 18 is not rotationally driven and no thrust is generated. Further, when the clutch 12 is in the disengaged state, the effect of idling is not transmitted to the propulsion steam turbine 14 even if the first propeller 18 idling.

Further, when the electric propulsion engine 2 is operated by burning heavy oil fuel and / or gas fuel in the diesel engine 26b, the generator 26a is driven. Electricity generated by driving the generator 26 a is transformed by the transformer 25 and sent to the propulsion motor 24.
The propulsion motor 24 is rotationally driven by the electric power generated by the diesel generator 26 acquired via the transformer 25, and the output of the propulsion motor 24 is reduced by the reduction gear 23. The reduced output is transmitted to the propulsion shaft 21. The output transmitted to the intermediate shaft 21B is transmitted to the propeller shaft 21A when the clutch 22 is in the engaged state. When the output is transmitted from the intermediate shaft 21B to the propeller shaft 21A, the second propeller 28 is rotationally driven to generate thrust. On the other hand, when the clutch 22 is disengaged, the output of the intermediate shaft 21B is not transmitted to the propeller shaft 21A. Since no output is transmitted to the propeller shaft 21A, the second propeller 28 is not rotationally driven and no thrust is generated.

Next, a control method of the integrated control device 3 according to the present embodiment will be described with reference to FIG.
When the ship is navigating the ocean, the operator inputs a control instruction as an output value by means of an engine telegraph provided on a control panel installed on the bridge (step SA1 in FIG. 10). The electric propulsion engine 2 and the turbine propulsion engine 1 are input.
The propulsion shaft 21 is controlled by output control using a power signal to the propulsion electric motor 24 (step SA2 in FIG. 10). The acquired output value P is set as an output target of the propulsion motor 24, and the propulsion motor 24 is controlled (step SA3 in FIG. 10). It is determined whether or not the output of the propulsion motor 24 has reached the output value of the control instruction (step SA4 in FIG. 10). If the output value has not been reached, step SA3 in FIG. 10 is repeated (step in FIG. 10). No for SA4). When the output of the propulsion motor 24 reaches the output value (Yes in step SA4 in FIG. 10), the shaft output and the rotation speed information of the propeller shaft 21A connected to the second propeller 28 at this time are integrated control. It is output to the device 3 (step SA5 in FIG. 10).

  On the other hand, the turbine propulsion engine 1 acquires the output value P input from the vessel operator (step SA6 in FIG. 10). Based on the second correspondence information, correction coefficients C1 to C6 corresponding to the parameter indicating the plant state are determined, the output value P is corrected based on the above-described equation (2), and the corrected output value P ′ is determined. (Step SA7 in FIG. 10). Based on the first correspondence information and the corrected output value P ′, a governor lift corresponding to the corrected output value P ′ is determined and converted from the output value into a lift signal (step SA8 in FIG. 10). . The governor lift control of the nozzle valve 19 of the propulsion high-pressure turbine 14B is performed (step SA9 in FIG. 10). It is determined whether or not the lift matches the governor lift corresponding to the corrected output value P ′ (step SA10 in FIG. 10). If not, the lift is feedback-controlled (No in step SA10 in FIG. 10). ).

If they match (Yes in step SA10 in FIG. 10), information on the actual shaft output of the propeller shaft 11A connected to the first propeller 18 and the actual rotational speed are output (step SA11 in FIG. 10).
When the lift control is completed, the actual shaft output P ″ of the propeller shaft 11A is compared with the output value P of the control instruction input by the operator. The actual axis output P ″ and the output value P are PI (or PID) controlled (step SA12 in FIG. 10), the instruction output P is corrected (P′_c), and the correction instruction output P′_c is corrected. Correction according to the plant state is performed, and the corrected output value P ′ is determined.

Thereafter, the turbine propulsion engine 1 is adjusted to the output value P of the control instruction by repeating the operation flow.
Thus, according to the present embodiment, the control instruction (control signal) from the ship operator is unified with the output value P on both shafts, and the turbine propulsion engine 1 and the electric power are obtained so that the output value P is obtained. Since the propulsion engine 2 is controlled, the turbine propulsion engine 1 and the electric propulsion engine 2 can be synchronized.

A conventional control method will be described with reference to FIG.
During marine navigation of the ship, the ship operator gives a control instruction from the engine telegraph, and the conventional propulsion system receives the control instruction (step SB1 in FIG. 11). A signal from the engine telegraph is changed to an output, and the propulsion shaft 21 is controlled by output control using a power signal to the propulsion motor 24 (step SB2 in FIG. 11). The propulsion motor 24 is output-controlled (step SB3 in FIG. 11).
Further, the signal from the engine telegraph is changed to lift, and the propulsion shaft 11 is controlled by lift control of the nozzle valve 19 by the governor (step SB6 in FIG. 11). The nozzle valve 19 is lift-controlled (step SB7 in FIG. 11).

The turbine propulsion engine 1 determines whether or not the lift corresponding to the engine telegraph instruction has been reached (step SB8 in FIG. 11). If the lift has not been reached, the lift control is repeated. The shaft output and the actual rotational speed are output and the control is terminated (step SB9 in FIG. 11). On the other hand, the electric propulsion engine 2 determines whether or not the output corresponding to the engine telegraph instruction has been reached (step SB4 in FIG. 11). If the output has not been reached, the output control is repeated, and if the output has been reached. Then, the actual shaft output and the actual rotational speed are output and the control is finished (step SB5 in FIG. 11).
As described above, the turbine propulsion engine 1 performs lift control corresponding to the engine telegraph instruction, and the electric propulsion engine 2 performs output control corresponding to the engine telegraph instruction, and the control method differs between the two axes. As a result, the output of both shafts or the rotational speed is not necessarily in a synchronized state.

  As described above, according to the ship integrated control device 3, the ship equipped with the ship, the integrated control method, and the program according to the present embodiment, when a ship maneuvering control instruction is input as an output value, it is input. The output value is converted into a valve opening, and the opening of the nozzle valve 19 that adjusts the steam supply amount of the steam turbine so as to obtain the converted valve opening is feedback controlled, so that it is rotated by the turbine propulsion engine 1. The shaft output of the propeller shaft 11A of the first propeller 18 is controlled so as to become the input output value. Further, the propeller motor 24 is feedback-controlled so that the second propeller 28 rotated by the electric propulsion engine 2 has the output value input by the control instruction, and the shaft output of the propeller shaft 21A is controlled.

  Conventionally, during open-sea navigation, lift control has been a common sense in a single-shaft marine steam turbine. However, according to this embodiment, control is performed based on an output instruction. Control can be performed together with the output of the other (that is, the electric propulsion engine 2), the synchronization between the turbine propulsion engine 1 and the electric propulsion engine 2 is facilitated, and the uniformity and operability of the control logic can be improved.

Further, since the output value is corrected according to the plant state in consideration of the fluctuation of the plant state of the turbine control device 10, the shaft output of the propeller shaft 11A driven by the turbine propulsion engine 1 becomes the output value of the control instruction. It is quickly adjusted and can be quickly converged to a state (for example, ship speed, output achievement, etc.) intended by the control instruction.
Moreover, since the correction coefficient C can be easily determined based on the second correspondence information in which the parameter indicating the plant state is associated with the correction coefficient C corresponding to the parameter, the correction of the output value can be easily performed.

  In the above-described embodiment, the first correspondence information and the second correspondence information are shown in a graph. However, the present invention is not limited to this, and an arithmetic expression for obtaining a lift for the output value is used as the first correspondence information. An arithmetic expression for obtaining a correction coefficient for the parameter may be used as the second correspondence information, and the formats of the first correspondence information and the second correspondence information are not particularly limited.

[Modification]
Note that the characteristics of the first correspondence information indicating the relationship between the turbine output and the lift change over time due to the use of the ship and the deterioration of the equipment, so that the conversion unit 101 of the integrated control device 3 described above is predetermined. It is good also as correcting the 1st correspondence information for every period.
As a plant including the main boiler 16 on the steam generating side, there is a possibility that the main steam pressure, the reheat steam temperature, and the like may change over time, but only the steam pressure and temperature that the turbine receives are changed. If there is no shape change or aging deterioration in the main body, the relationship between these factors and turbine performance does not change greatly. On the other hand, in the first correspondence information, as the years of use of the plant elapse, the area of the throttle valve throat and the turbine nozzle are reduced by the influence of the silica component contained in the steam, and the same lift as compared with the time of new construction. However, the turbine output may not be obtained.

  In order to grasp the actual state of the turbine, in this modification, the operation data is collected (sampled) every predetermined period, and the first correspondence information is corrected based on the collected data. Thereby, the 1st correspondence information which reflected the influence of a secular change can be generated, and the valve opening degree of nozzle valve (regulation valve) 19 to the output value according to the turbine propulsion engine currently used can be determined.

FIG. 12 shows an example of the first correspondence information according to the modification.
As indicated by the dotted line in FIG. 12, the line is shifted upward from the solid line used as the first correspondence information at the beginning of use of the plant and corrected.
At the time of starting operation (for example, at the time of new construction), it is not possible to determine in advance the effects of changes over time, but by collecting and correcting operation data, the first one that matches the actual turbine entity can be obtained. By generating the correspondence information, it is possible to adjust the output according to the substance.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the invention.

DESCRIPTION OF SYMBOLS 1 Turbine propulsion engine 2 Electric propulsion engine 3 Integrated control apparatus 10 Turbine control apparatus 11A Propeller shaft 14 Propulsion steam turbine (turbine)
15 Steam generator 16 Main boiler 17 Reheater 18 First propeller (propeller)
19 Nozzle valve (regulating valve)
20 Electric propulsion control device 21A Propeller shaft 24 Electric motor for propulsion (electric motor)
28 Second propeller (another propeller)
100 propulsion system

Claims (8)

A turbine control device for controlling a turbine propulsion engine for rotating a propeller of a ship by a turbine;
An electric propulsion control device that controls an electric propulsion engine that rotates another propeller different from the propeller by an electric motor, and
When a ship maneuvering control instruction is input as an output value,
The electric propulsion control device feedback-controls the electric motor so that the shaft output of the propeller shaft of the other propeller becomes the output value,
The turbine control device converts the output value into a valve opening of a regulating valve that adjusts a supply amount of the working fluid of the turbine, and feeds back the opening of the regulating valve so as to obtain the converted valve opening. Integrated control device to control.   The turbine control device includes first correspondence information in which the output value is associated with the opening of the adjusting valve for obtaining the output value, and when the output value is input, the first control information is provided. The integrated control device according to claim 1, further comprising conversion means for determining information on the opening degree of the regulating valve corresponding to the output value from the correspondence information and outputting the information as the valve opening degree converted from the output value.   The integrated control device according to claim 2, wherein the conversion unit collects operation data of the ship every predetermined period and corrects the first correspondence information based on the operation data.   The said turbine control apparatus is an integrated control apparatus in any one of Claims 1-3 provided with the correction | amendment means which correct | amends the said output value according to the plant state of the said turbine propulsion engine. The correction means includes
One or more second correspondence information for associating a parameter indicating the plant state with a correction coefficient, and based on one or more correction coefficients determined based on the plant state and the second correspondence information, The integrated control apparatus according to claim 4, wherein the output value is corrected. An integrated control apparatus according to any one of claims 1 to 5,
A turbine propulsion engine that rotates a propeller of a ship by a turbine;
A ship provided with an electric propulsion engine that rotates another propeller different from the propeller by an electric motor. A turbine control step for controlling an output of a turbine propulsion engine for rotating a propeller of a ship by a turbine, and an electric propulsion control step for controlling an output of an electric propulsion engine for rotating another propeller different from the propeller by an electric motor,
When a ship maneuvering control instruction is input as an output value,
Feedback control of the electric motor so that the shaft output of the propeller shaft of the other propeller becomes the output value;
An integrated control method in which the output value is converted into a valve opening, and the opening of a regulating valve that adjusts the supply amount of the working fluid of the turbine so as to obtain the converted valve opening is feedback-controlled. Integrated ship control program comprising: a turbine control device that controls a turbine propulsion engine that rotates a propeller of a ship by a turbine; and an electric propulsion control device that controls an electric propulsion engine that rotates another propeller different from the propeller by an electric motor. Because
When a ship maneuvering control instruction is input as an output value,
A first process for feedback-controlling the electric motor so that the shaft output of the propeller shaft of the other propeller becomes the output value;
The output value is converted into a valve opening, and the computer executes a second process that feedback-controls the opening of the adjusting valve that adjusts the supply amount of the working fluid of the turbine so as to obtain the converted valve opening. Integrated control program to let you.

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