JP6405021B1 - Ship propulsion system control method, ship propulsion system control device, and ship equipped with this control device - Google Patents

Abstract

A ship propulsion system and a control method thereof that reduce the amount of passing power and reduce the capacity of a power converter.
Power is supplied to an inboard power load via a first power supply process to an inboard power load by a first generator and a first power converter and a second power converter by a second generator. A second power supply step for supplying, a first load transition step for transferring a part of the inboard power load from the first generator to the second generator, a first power converter and a third power from the second generator. An electric motor driving process for driving the electric motor 53 via the converter 63, a first propulsion energizing process for increasing the amount of electric propulsion of the electric motor by increasing the amount of electric power supplied by the second generator until reaching a threshold; A second load transition step of starting the generator to generate power and transferring the inboard power load from the first generator to the third generator, and increasing the amount of power supplied from the third generator to promote the motor A second propulsion boosting step for increasing the amount.
[Selection] Figure 1

Description

  The present invention relates to a ship propulsion system control method including an electric motor for propelling and propelling a ship propeller, a ship propulsion system control apparatus, and a ship including the control apparatus.

  In the conventional technology, for example, in 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, surplus exhaust energy is supplied to the supercharger of the main engine. The generator for collecting and generating power is directly connected, and the power generated by the generator is supplied to the propulsion boosting motor via the frequency converter, and the power generated by the generator is independent of the onboard power supply system. Therefore, the power generated by the generator can be immediately converted to the desired frequency of the main engine by the frequency converter and propelled and boosted, and no multistage reducer is required, reducing the installation space and freedom of equipment arrangement It is possible to improve and reduce the maintenance cost with an increase in the load of cargo etc. "(for example, see Patent Document 1).

JP 2009-255636 A

A power generation system with improved energy-saving performance is desired by recovering a part of the exhaust energy of the main engine as electric energy and using this recovered electric energy for power load and propulsion in the ship. ing.
The technology described in Patent Document 1 uses the generated power for the power load in the ship because the power generated by collecting the exhaust energy of the main engine is independent of the ship power system (inboard bus). There is a problem that it cannot be done.

  On the other hand, when the ship uses the power generated by collecting the exhaust energy of the main engine for power load and propulsion of the ship, it converts the generated power into a voltage and frequency suitable for the ship's AC bus. There is a case where a power conversion device is required to do this. Further, the ship needs a power conversion device for converting the voltage from the inboard AC bus to the voltage and frequency suitable for the electric motor for propulsion and energization.

  In such a configuration, when the electric power obtained by power generation is to be used to the maximum, there is a case where the generated power is supplied from the DC side to the AC side or from the AC side to the DC side. Therefore, it is necessary to increase the capacity of the power conversion device existing between the DC side and the AC side as the amount of power passing between the DC side and the AC side increases. The reason why the capacity of the power conversion device existing between the direct current side and the alternating current side is large is that the amount of power flowing through the power conversion device may temporarily increase when the system is started. However, if the capacity of the power conversion device is determined based on the temporary power consumption at the time of starting the system, the efficiency of the ship is reduced because the operation becomes inefficient during normal operation after the system is started.

  The present invention has been made in order to solve the above-described problems, and is an AC-DC mixed type that uses electric power generated by recovering exhaust energy of a main engine to be used for inboard power load and propulsion power. Control method for ship propulsion system, ship propulsion system control apparatus, and control for reducing capacity of power converter existing between DC side and AC side You get a ship with the equipment.

  A ship propulsion system control method according to the present invention uses a main engine that drives a propulsion propeller for a ship, a first generator that is used to operate the main engine and supplies power to an inboard AC bus, and exhaust energy of the main engine. The second generator that generates electricity, the third generator that generates power using the heat released from the exhaust gas of the main engine and supplies power to the inboard AC bus, and the AC power output from the second generator is converted to direct current A first power conversion device that converts power, a DC bus portion to which the DC power of the first power conversion device is supplied, and a DC bus portion that is connected between the DC bus portion and the inboard AC bus. A second power conversion device that converts power into the AC power of the inboard AC bus to DC power, and a third power conversion that is connected to the DC bus and converts the DC power supplied to the DC bus to AC power Output from the device and the third power converter An electric motor driven by AC power and propelling and propelling the propeller for propulsion and an inboard AC bus are arranged, and are connected to the second generator via the first generator, the third generator, and the second power converter. A power distribution board, wherein the first generator is driven, the second generator, the third generator, and the motor are stopped. A first power supply step for supplying, a second power supply step for starting the second generator to generate power, and supplying power to the inboard power load via the first power converter and the second power converter; The first load that increases the amount of power supplied by the second generator, decreases the amount of power supplied by the first generator, and transfers a part of the inboard power load from the first generator to the second generator. From the transition step and the second generator, the first power converter and the third power converter The first propulsion booster increases the propulsion booster amount of the motor by increasing power supply amount by the second generator until the threshold value is reached by supplying electric power via the motor, starting the motor and driving the motor. And starting the third generator to generate power, increasing the amount of power supplied by the third generator, decreasing the amount of power supplied by the first generator, and reducing the inboard power load from the first generator. A second load transition step of shifting to the third generator; and a second propulsion boosting step of increasing the amount of propulsion boost of the electric motor by increasing the supply amount of electric power from the third generator.

  The ship propulsion system control method according to the present invention can reduce the amount of power passing through the power converter existing between the DC bus side and the AC bus side by having the above-described steps. Therefore, the ship propulsion system can reduce the capacity of the power converter existing between the DC bus side and the AC bus side.

It is a figure which shows the structure of the ship propulsion system which concerns on Embodiment 1 of this invention. It is a flowchart which shows the starting sequence of the ship propulsion system which concerns on Embodiment 1 of this invention. It is a figure which shows the change of the electric energy in the starting sequence of the ship propulsion system which concerns on Embodiment 1 of this invention. It is the figure showing the electric power supply amount in the time of a1-a4 of FIG. It is a figure of the comparative example which shows the change of the electric energy in the other starting sequence of a ship propulsion system. It is the figure showing the electric power supply amount in the time of b1-b4 of FIG. It is a flowchart which shows the completion | finish sequence of the ship propulsion system which concerns on Embodiment 1 of this invention. It is a figure which shows the structure of the ship propulsion system which concerns on Embodiment 2 of this invention. It is a flowchart which shows the starting sequence of the ship propulsion system which concerns on Embodiment 2 of this invention. It is a flowchart which shows the completion | finish sequence of the ship propulsion system which concerns on Embodiment 2 of this invention. It is a figure which shows the structure of the ship propulsion system which concerns on Embodiment 3 of this invention.

Embodiment 1 FIG.
FIG. 1 is a diagram showing a configuration of a ship propulsion system 100 according to Embodiment 1 of the present invention.
The ship propulsion system 100 is a system for propelling and propelling a propeller for propulsion of a ship. As shown in FIG. 1, a ship propulsion system 100 includes a main engine 1, a turbocharger (T / C) 11, a turbocharger generator (TCG) 12, a steam power generator 20, and a diesel power generator 30. , An inboard power load 40, a shaft motor (SM) 53, a DC bus 60, a first power converter 61, a second power converter 62, a third power converter 63, and a switchboard 70. . In FIG. 1, a dotted arrow indicates a power supply direction.

  The main engine 1 is for propelling a ship among various engines or machines mounted on the ship, and is configured by, for example, a medium or large diesel engine and drives a propeller 2 for propulsion of the ship. .

The turbocharger 11 is a supercharger that drives the compressor using the flow of exhaust from the main engine 1 to increase the density of the air that the main engine 1 sucks. The turbocharger 11 includes a turbine that is rotated by exhaust of the main engine 1 and a compressor that is driven by the turbine to compress intake air and supply the air to the main engine 1.
The turbocharger generator 12 is a generator and generates power using the exhaust energy of the main engine 1. The turbocharger generator 12 is directly connected to the rotating shaft of the turbine of the turbocharger 11 and is rotationally driven to generate power. The capacity of the turbocharger generator 12 is determined by the exhaust gas energy of the main engine 1. The turbocharger generator 12 supplies the generated power to the inboard AC bus 3 via a power converter described later. The “turbocharger generator 12” corresponds to the “second generator” in the present invention.

  The first power converter 61 converts the AC power output from the turbocharger generator 12 into predetermined DC power. The first power conversion device 61 is configured by a converter that converts alternating current into direct current. The DC bus 60 connects the DC output of the first power converter 61, the DC input / output of the second power converter 62, and the DC input of the third power converter 63. The DC bus 60 is supplied with DC power from the first power converter 61 and DC power from the second power converter 62.

  The second power converter 62 is connected between the DC bus section 60 and the inboard AC bus 3, and the DC power of the DC bus section 60 is converted to a voltage / frequency (for example, 450 V / 60 Hz) suitable for the inboard AC bus 3. It is converted into AC power and supplied to the inboard AC bus 3. The second power converter 62 converts the AC power from the inboard AC bus 3 into predetermined DC power and supplies it to the DC bus 60.

  The third power converter 63 is connected to the DC bus 60 and converts the DC power supplied to the DC bus 60 to AC power having a voltage and frequency corresponding to the required rotational speed of the propulsion shaft. To supply. The third power conversion device 63 includes an inverter that converts direct current into alternating current having a desired frequency (for example, 10 Hz).

  The shaft motor 53 is a synchronous motor and is driven by AC power output from the third power converter 63 to propel and propel the propeller 2 for propulsion. The capacity of the shaft motor 53 is determined based on the waste heat recovery plant using various generators and the inboard power load 40. The “shaft motor 53” corresponds to the “electric motor” in the present invention.

The steam generator 20 drives a turbo generator (TG) 22 by a steam turbine (ST: Steam Turbine) 21 to supply desired AC power to the inboard AC bus 3. A steam turbine (ST: Steam Turbine) 21 is operated by steam generated by heat energy of exhaust gas of the main engine 1 by an exhaust gas economizer (not shown). The exhaust gas economizer is a device that recovers thermal energy released into the atmosphere of the exhaust gas of the main engine 1. Specifically, an exhaust gas economizer installs dense pipes in a chimney, passes water through it, exchanges the heat of exhaust gas that has been worked on the main engine 1, and generates steam, for example. To use.
The turbo generator 22 generates power using the exhaust heat of the exhaust gas from the main engine 1 and supplies power to the inboard AC bus 3. Since the rotational speed of the turbo generator 22 can be controlled by the amount of steam that rotates the steam turbine 21, AC power suitable for the inboard AC bus 3 is supplied without power conversion of the output of the turbo generator 22. . The capacity of the turbo generator 22 is determined by the exhaust gas energy of the main engine 1 and the performance (capacity and efficiency) of the exhaust gas economizer. The “turbo generator 22” corresponds to the “third generator” in the present invention.

  The diesel generator 30 is used for driving the main engine 1, and drives the diesel generator 32 by the diesel engine 31 to supply desired AC power to the inboard AC bus 3. Also in this diesel power generator 30, since the rotational speed of the diesel engine 31 can be controlled, AC power suitable for the inboard AC bus 3 is supplied without converting the output of the diesel generator 32 into power. The capacity of the diesel generator 32 is determined by the power load in the ship. The “diesel generator 32” corresponds to the “first generator” in the present invention.

  In the embodiment of the present invention, the case where the ship propulsion system 100 has one each of the steam power generation device 20 and the diesel power generation device 30 will be described, but the present invention is not limited to this, and a plurality of each are provided. You may have a stand.

  On the switchboard 70, an inboard AC bus 3 that connects each generator and the like and supplies power to the inboard power load 40 is disposed. A steam power generation device 20, a diesel power generation device 30, an inboard power load 40, and a second power conversion device 62 are connected to the inboard AC bus 3 via the switch 4. Note that the capacity of the inboard power load 40 is determined by, for example, the capacity of the main engine 1 and the capacity of auxiliary equipment such as the capacity of the ship.

Next, the operation of the marine vessel propulsion system 100 configured as described above will be described.
The power generated by the turbocharger generator 12 by collecting the exhaust energy of the main engine 1 is converted into DC power by the first power converter 61 and supplied to the DC bus 60.
When the power supplied from the steam power generator 20 and the diesel power generator 30 to the inboard AC bus 3 is smaller than the inboard power load 40 connected to the inboard AC bus 3, the second power converter 62 is connected to the DC bus section 60. The DC power is converted into AC power, and the insufficient power is supplied to the inboard AC bus 3.
As a result, the power generated by collecting the exhaust energy of the main engine 1 can be used for the inboard power load 40.

Further, the second power converter 62 is configured so that the power supplied from the steam power generator 20 and the diesel power generator 30 to the inboard AC bus 3 is larger than the inboard power load 40 connected to the inboard AC bus 3. 3 is converted to DC power and supplied to the DC bus 60.
Then, the DC power supplied from the first power converter 61 and the second power converter 62 to the DC bus section 60 is an AC voltage / frequency AC corresponding to the required rotational speed of the propulsion shaft by the third power converter 63. It is converted into electric power and used for propulsion of shaft motor 53.
As a result, it is possible to use the electric power generated by collecting the exhaust energy of the main engine 1 for urging the propulsive force. Moreover, it becomes possible to use the surplus electric power of the inboard AC bus 3 for boosting the propulsive force.

The electric power generated by the turbocharger generator 12 by collecting the exhaust energy of the main engine 1 is supplied twice by the first power converter 61 and the third power converter 63 until it is supplied to the shaft motor 53 to be propelled. Only power will be converted.
Further, the power generated by the turbocharger generator 12 by collecting the exhaust energy of the main engine 1 is supplied twice by the first power converter 61 and the second power converter 62 before being supplied to the inboard AC bus 3. Only power will be converted.
Furthermore, the power from the inboard AC bus 3 is converted only twice by the second power converter 62 and the third power converter 63 before being supplied to the shaft motor 53.

  As described above, the marine vessel propulsion system 100 connects the first power converter 61, the second power converter 62, and the third power converter 63 with the DC bus 60. When the ship propulsion system 100 is configured in this way, the power generated by recovering the exhaust energy of the main engine 1 is used for the inboard power load 40 and the shaft motor 53 for propulsion and energization. Can be reduced. Therefore, it is possible to suppress a decrease in energy efficiency associated with power conversion.

  FIG. 2 is a flowchart showing a startup sequence of the boat propulsion system 100 according to the first embodiment of the present invention. Here, in FIG. 1 and FIG. 2, in the ship propulsion system 100 that has a mixed-type inboard AC bus 3 of AC power and DC power and is used for propulsion, power that exists between AC and DC. A startup sequence for reducing the capacity of the conversion device will be described. In starting the marine vessel propulsion system 100, the diesel generator 32 is driven, and the turbocharger generator 12, the turbo generator 22, and the shaft motor 53 are stopped. In the flowchart, manual intervention is performed at the time of activation, but it may be performed automatically from the start to the end. If “Yes” does not occur even after a predetermined time has elapsed in the determination step, control is performed such as informing the user of the situation or stopping the control.

(S101)
A first power supply step of generating power by the diesel generator 32 and supplying power to the inboard power load 40 is performed.
In order to operate the main machine 1 which is a waste heat source, it is necessary to operate pumps with the diesel generator 32. Therefore, the diesel generator 32 is started up, and power is supplied from the diesel generator 32 to the inboard power load 40 via the inboard AC bus 3 to stabilize the inboard power.

(S102)
It is determined whether or not the turbocharger generator 12 can be activated and loaded.
In order to improve the electric power that can be generated by the turbo generator 22, it is necessary to start the turbocharger generator 12 provided in the preceding stage first and load the turbocharger generator 12 with a load.
Whether or not the turbocharger generator 12 can be activated to have a load is determined based on whether or not the lower limit value of the settable power generation amount has been reached. The power generation possible set amount is a preset power generation amount within a range allowed by the state of exhaust gas (the state of ship equipment, the load on the main engine, environmental conditions, etc.). When exhaust gas energy increases due to high load on the main engine or suitable ambient temperature, more power can be generated. The determination as to whether or not the lower limit value of the power generation possible set amount has been reached corresponds to the first determination step of the present invention. The lower limit value of the settable power generation amount is set in advance according to, for example, the state of the ship's equipment, the load amount of the main engine, environmental conditions, and the like. If the lower limit value of the settable power generation amount is not reached, the determination as to whether the turbocharger generator 12 can be started is repeated until the lower limit value of the settable power generation amount is reached.

(S103)
The turbocharger generator 12 is activated.
If the amount of power generated by the diesel generator 32 has reached the settable power generation amount, the turbocharger generator 12 is activated and power generation by the turbocharger generator 12 is started.

(S104)
A second determination step is performed to determine whether or not the voltage on the turbocharger generator 12 side in the switchboard 70 has reached a set value (for example, 450V).
It is determined whether or not the switch 4 can be closed by determining whether or not the voltage on the turbocharger generator 12 side in the switchboard 70 has reached a set value.
When the voltage on the turbocharger generator 12 side in the switchboard 70 has not reached the set value, the diesel generator 32 supplies power until the voltage on the turbocharger generator 12 side in the switchboard 70 reaches the set value. And the second determination step is repeated.

(S105)
The switch 4 for the turbocharger generator 12 is closed.
When the voltage on the turbocharger generator 12 side in the switchboard 70 has reached the set value, the switch 4 for the turbocharger generator 12 is closed, and the electric power generated by the turbocharger generator 12 is converted into the onboard AC. Supply to bus 3. AC power generated by the turbocharger generator 12 is converted into DC power by the first power converter 61, converted to AC power by the second power converter 62, and supplied to the inboard AC bus 3.

(S106)
The inboard power load 40 is distributed to the turbocharger generator 12. When supplying electric power from the turbocharger generator 12 to the inboard AC bus 3, the frequency of the second power converter 62 is controlled.

(S107)
The diesel generator 32 and the turbocharger generator 12 supply power to the inboard power load 40 via the inboard AC bus 3.
The steps (S103) to (S107) correspond to the execution of the second power supply step of the present invention.

(S108)
A part of the inboard power load 40 is transferred from the diesel generator 32 to the turbocharger generator 12 by increasing the amount of power supplied by the turbocharger generator 12 and decreasing the amount of power supplied by the diesel generator 32.

(S109)
A third determination step is performed to determine whether or not the power of the second power converter 62 has reached a threshold value. By determining whether or not the power of the second power converter 62 has reached the threshold value, it is determined whether or not the second power converter 62 has reached the upper limit power amount. The power threshold for determining whether or not the second power conversion device 62 has reached the upper limit power amount is preset to the power amount obtained by subtracting the load variation margin from the capacity of the second power conversion device 62. . When the power of the second power converter 62 has not reached the threshold value, the inboard power load 40 is continuously transferred from the diesel generator 32 to the turbocharger generator 12, and the third determination step is repeated.
In addition, the process of (S108)-(S109) is corresponded to the 1st load transfer process of this invention.

(S110)
It is determined whether the shaft motor 53 can be activated.
When the inverter which comprises the 2nd power converter device 62 is upper limit electric energy, a 1st load transfer process is complete | finished and it is judged whether the shaft motor 53 can be started subsequently. When the shaft motor 53 cannot be started, the determination as to whether or not the shaft motor 53 can be started is repeated until the startable conditions are satisfied. The condition for determining whether or not the shaft motor 53 can be activated is set in advance according to, for example, the state of the ship's equipment, the load on the main engine, the environmental conditions, and the like.

(S111)
If the shaft motor 53 can be activated, the shaft motor 53 is activated.

(S112)
The shaft motor 53 is operated by the electric power supplied from the turbocharger generator 12 through the first power converter 61 and the third power converter 63.
In addition, (S112) is equivalent to execution of the electric motor drive process of this invention.

(S113)
The propulsion bias amount of the shaft motor 53 is increased.

(S114)
The amount of electric power supplied from the turbocharger generator 12 is increased, and the propulsion bias amount of the shaft motor 53 is increased. Further, the power supplied from the turbocharger generator 12 to the inboard power load 40 is controlled to a capacity that reduces the passing power between the AC power and the DC power so as to meet the upper limit power amount of the second power converter 62. To do. Since the turbocharger generator 12 does not have a capability of supplying a short-circuit current to the system, it is necessary to operate in parallel with the diesel generator 32 or the turbo generator 22 to be started later.

(S115)
A third determination step is performed to determine whether or not the power of the second power converter 62 has reached a threshold value. By determining whether or not the power of the second power converter 62 has reached the threshold value, it is determined whether or not the second power converter 62 has reached the upper limit power amount. The power threshold for determining whether or not the second power conversion device 62 has reached the upper limit power amount is preset to the power amount obtained by subtracting the load variation margin from the capacity of the second power conversion device 62. . When the power of the second power converter 62 has not reached the threshold value, the propulsion amount of the shaft motor 53 is continuously increased, and the third determination step is repeated.

(S116)
In parallel with the process of S115, it is determined whether or not the amount of power generated by the turbocharger generator 12 has reached the upper limit of the settable power generation amount. Note that the determination of whether or not the amount of power generated by the turbocharger generator 12 has reached the upper limit value of the power generation possible set amount corresponds to the fourth determination step of the present invention. The upper limit value of the settable power generation amount of the turbocharger generator 12 is set in advance according to, for example, the state of the ship's equipment, the load amount of the main engine, the environmental conditions, and the load variation margin. If the amount of power generated by the turbocharger generator 12 is less than the upper limit value of the settable power generation amount, the propulsion amount of the shaft motor 53 is continuously increased until the upper limit value of the settable power generation amount is reached, and the fourth determination step repeat.

(S117)
It is determined whether the turbo generator 22 can be activated.
Whether the turbo generator 22 can be activated when the second power converter 62 has reached the upper limit power amount and when the power generation amount of the turbocharger generator 12 has reached the upper limit value of the settable power generation amount Determine whether. Whether or not the turbo generator 22 can be started is determined, for example, by determining whether or not the inlet temperature of an exhaust gas economizer (not shown) that exchanges heat with the exhaust heat emitted from the main engine 1 has reached a threshold value. The threshold value of the inlet temperature of the exhaust gas economizer is set in advance according to, for example, ship facilities and environmental conditions. The determination as to whether or not the inlet temperature of the exhaust gas economizer that exchanges heat with the exhaust gas emitted from the main engine 1 has reached the threshold corresponds to the fifth determination step of the present invention. When the turbo generator 22 cannot be started, such as when the exhaust gas economizer inlet temperature is lower than the threshold, the fifth determination step is repeated until the exhaust gas economizer inlet temperature reaches the threshold.

(S118)
When the turbo generator 22 can be started, the turbo generator 22 is started.

(S119)
A sixth determination step is performed to determine whether or not the voltage on the turbo generator 22 side in the switchboard 70 has reached a set value (for example, 450 V).
It is determined whether or not the switch 4 can be closed by determining whether or not the voltage on the turbo generator 22 side in the switchboard 70 has reached a set value.
When the voltage on the turbo generator 22 side in the switchboard 70 does not reach the set value, the diesel generator 32 and the turbocharger generator are set until the voltage on the turbo generator 22 side in the switchboard 70 reaches the set value. 12 is used to supply power, and the sixth determination step is repeated.
Note that (S113) to (S119) correspond to the first propulsion boosting step of the present invention. In the first propulsion boosting step, the difference between the amount of power supplied by the turbocharger generator 12 and the amount of power used by the shaft motor 53 is controlled to be equal to or less than a specified value. This specified value is determined in advance by the capacity of the inverter of the second power converter and a margin for load fluctuation.

(S120)
The switch 4 for the turbo generator 22 is closed.
When the voltage of the inboard AC bus 3 is established, the switch 4 for the turbo generator 22 is closed, and the AC power generated by the turbo generator 22 is supplied to the inboard AC bus 3.

(S121)
The frequency of the turbo generator 22 is controlled, and the inboard power load 40 is distributed to the turbo generator 22.

(S122)
Electric power is supplied to the inboard power load 40 and the shaft motor 53 through the inboard AC bus 3 by the diesel generator 32, the turbo generator 22, and the turbocharger generator 12. Then, the amount of power supplied by the turbo generator 22 is increased, the amount of power supplied by the diesel generator 32 is decreased, and the inboard power load 40 is transferred from the diesel generator 32 to the turbo generator 22.
In addition, (S120)-(S122) is corresponded to execution of the 2nd load transfer process of this invention. In the second load transition process, the difference between the amount of power supplied by the turbocharger generator 12 and the amount of power used by the shaft motor 53 is controlled to a specified value or less. This specified value is determined in advance by the capacity of the inverter of the second power converter and a margin for load fluctuation.

(S123)
A second propulsion energizing step is performed in which the amount of electric power supplied from the turbo generator 22 is increased and the propulsion energizing amount of the shaft motor 53 is increased. Then, the diesel generator 32 is disconnected from the inboard AC bus 3 and the startup sequence of the ship propulsion system 100 is terminated.

  If the system exceeds the upper limit power amount of the second power converter 62 or the settable power generation amount of the turbocharger generator 12 due to load fluctuation or power generation amount reduction, the shaft motor Control is performed to reduce the amount of propulsion boosting of 53 and balance the amount of power supplied and the amount of consumption.

  FIG. 3 is a diagram showing a change in electric energy in the startup sequence of the boat propulsion system 100 according to Embodiment 1 of the present invention. FIG. 4 is a diagram showing the power supply amount at the time points a1 to a4 in FIG. In FIG. 3, the vertical axis represents the amount of power [kW], and the horizontal axis represents the passage of time. In FIG. 4, “+” attached to the amount of power flowing through the second power converter 62 indicates that DC power is converted to AC power, and “−” indicates that AC power is converted to DC power. It shows that. It should be noted that the amount of power, the slope of the graph, the elapsed time, etc. shown in FIGS. 3 and 4 are conceptual, showing an example, and the amount of power, the slope of the graph, and the elapsed time shown in FIGS. It is not limited.

3 and 4, the time point a1 is a time point before entering the step (S114). Load transfer of inboard power is performed from the diesel generator 32 to the turbocharger generator 12, 300 kW of power is supplied from the diesel generator 32 to the inboard power load 40, and 100 kW of power is supplied from the turbocharger generator 12. Power is being supplied.
At this time, the amount of power passing through the second power conversion device 62 is 100 kW generated by the turbocharger generator 12, and the second power conversion device 62 is converted from DC power to AC power.

3 and 4, the time point a2 is a time point before entering the step (S122). Electric power is supplied from the diesel generator 32 and the turbocharger generator 12, and 300 kW of electric power is supplied from the diesel generator 32 to the inboard power load 40, and 100 kW of electric power is supplied from the turbocharger generator 12. .
At this time, the amount of power passing through the second power conversion device 62 is 100 kW generated by the turbocharger generator 12, and the second power conversion device 62 is converted from DC power to AC power. Further, the power supplied from the turbocharger generator 12 to the inboard power load 40 is controlled so as to reduce the passing power between the AC power and the DC power to match the upper limit power amount of the second power converter 62. Yes.
In addition, 300 kW of electric power is supplied from the turbocharger generator 12 to the shaft motor 53. It is assumed that the turbocharger generator 12 has reached the settable power generation amount of 400 kW.

3 and 4, the time point a3 is a time point before entering the step (S125). Electric power is supplied from the turbo generator 22 and the turbocharger generator 12, and 300 kW of electric power is supplied from the turbo generator 22 to the inboard power load 40, and 100 kW of electric power is supplied from the turbocharger generator 12. .
At this time, the amount of power passing through the second power conversion device 62 is 100 kW generated by the turbocharger generator 12, and the second power conversion device 62 is converted from DC power to AC power. Further, the power supplied from the turbocharger generator 12 to the inboard power load 40 is controlled so as to reduce the passing power between the AC power and the DC power to match the upper limit power amount of the second power converter 62. Yes.
In addition, 300 kW of electric power is supplied from the turbocharger generator 12 to the shaft motor 53. The turbocharger generator 12 has reached the set power generation capacity of 400 kW.

3 and 4, the time point a4 is a time point when the propulsion bias amount of the shaft motor between the steps (S125) and (S126) is increased. Electric power is supplied from the turbo generator 22 and the turbocharger generator 12, and 400 kW of electric power is supplied from the turbo generator 22 to the inboard power load 40.
Further, 400 kW of electric power from the turbocharger generator 12 and 100 kW of electric power from the turbo generator 22 are supplied to the shaft motor 53.
At this time, the amount of power passing through the second power converter 62 is 100 kW generated by the turbo generator 22, and the second power converter 62 converts AC power into DC power. Further, the electric power supplied from the turbo generator 22 to the shaft motor 53 is controlled to reduce the passing power between the AC power and the DC power so as to match the upper limit power amount of the second power converter 62.
In addition, the turbocharger generator 12 has reached the power generation possible set amount of 400 kW.

  FIG. 5 is a diagram of a comparative example showing a change in the electric energy in another startup sequence of the ship propulsion system 100. FIG. 6 is a diagram showing the power supply amount at the time point b1 to b4 in FIG. In FIG. 5, the vertical axis represents the amount of power [kW], and the horizontal axis represents the passage of time. Further, in FIG. 6, “+” attached to the amount of power flowing through the second power converter 62 indicates that DC power has been converted to AC power, and “−” has been converted from AC power to DC power. It shows that. 5 and FIG. 6 is a conceptual diagram showing an example of the amount of power, the slope of the graph, and the elapsed time, and the amount of power, the slope of the graph, and the elapsed time shown in FIGS. It is not limited.

5 and 6, the time point b <b> 1 is a time point when the load transfer of the inboard power is performed from the diesel generator 32 to the turbocharger generator 12. 300 kW of electric power is supplied from the diesel generator 32 to the inboard power load 40, and 100 kW of electric power is supplied from the turbocharger generator 12.
At this time, the amount of power passing through the second power conversion device 62 is 100 kW generated by the turbocharger generator 12, and the second power conversion device 62 is converted from DC power to AC power.

5 and 6, the time point b <b> 2 is a time point when the diesel generator 32 is disconnected from the inboard AC bus 3 and power is supplied from the turbo generator 22 and the turbocharger generator 12. 100 kW of electric power is supplied from the turbo generator 22 to the inboard power load 40, and 300 kW of electric power is supplied from the turbocharger generator 12.
At this time, the amount of power passing through the second power conversion device 62 is 300 kW generated by the turbocharger generator 12, and the second power conversion device 62 is converted from DC power to AC power.

5 and 6, the time point b3 is a time point at which power is supplied from the turbo generator 22 and the turbocharger generator 12 to the inboard power load 40 and the shaft motor 53.
400 kW of electric power is supplied from the turbo generator 22 to the inboard power load 40.
Further, 400 kW of electric power from the turbocharger generator 12 and 100 kW of electric power from the turbo generator 22 are supplied to the shaft motor 53. At this time, the amount of power passing through the second power converter 62 is 100 kW generated by the turbo generator 22, and the second power converter 62 converts AC power into DC power.

5 and 6, the time point b4 is a case where there is a pulsation of the inboard power load 40 when power is supplied from the turbo generator 22 and the turbocharger generator 12 to the inboard power load 40 and the shaft motor 53. Indicates.
A 400 kW power from the turbo generator 22 and a 50 kW power from the turbocharger generator 12 are supplied to the inboard power load 40.
Further, 400 kW of power from the turbocharger generator 12 and 50 kW of power from the turbo generator 22 are supplied to the shaft motor 53. At this time, the amount of power passing through the second power converter 62 is 50 kW generated by the turbo generator 22, and the second power converter 62 converts AC power into DC power.

  As shown in FIGS. 5 and 6, when the marine vessel propulsion system 100 is activated by another activation sequence, the amount of power passing through the second power converter 62 is 300 kW generated by the turbocharger generator 12. On the other hand, as shown in FIGS. 3 and 4, when the ship propulsion system according to the first embodiment of the present invention is activated by the activation sequence, the amount of electric power passing through the second power converter 62 is the turbocharger generator 12. It is 100kW generated by the power.

As described above, the ship propulsion system 100 passes through the second power conversion device 62 existing between the DC bus side and the AC bus side by performing the control method including the steps (S101) to (S123). The amount of power to be reduced can be reduced. Therefore, since the second power converter 62 converts power shortage or surplus power of the inboard AC bus 3, the rated capacity can be made smaller than that of the first power converter 61 and the third power converter 63. Become.
For example, consider the case where the rated capacities of the first power converter 61 and the third power converter 63 are 600 kW, respectively, and the power supplied to the inboard AC bus 3 is assumed to fluctuate between 400 kW and 600 kW. In this case, the rated capacity of the second power converter 62 can be set to 200 kW which is the maximum value of the difference.
Thus, the 2nd power converter 62 can be reduced in size by making the rated capacity of the 2nd power converter 62 smaller than the 1st power converter 61 and the 3rd power converter 63. Moreover, an apparatus installation space can be reduced because the capacity | capacitance of a 2nd power converter device can be made small. Furthermore, equipment cost can be reduced because the capacity | capacitance of a 2nd power converter device can be made small.

  FIG. 7 is a flowchart showing an end sequence of ship propulsion system 100 according to Embodiment 1 of the present invention. The steps (S101) to (S123) are methods for starting the marine vessel propulsion system 100, but the marine vessel propulsion system 100 may be terminated by going through steps opposite to the steps (S101) to (S123). it can. The following (S301) to (S305) are simplified descriptions of steps opposite to the steps (S201) to (S226).

From the state where the shaft motor 53 is operated by the electric power generated by the turbocharger generator 12 and the turbo generator 22, the operation of the shaft motor is terminated by the following method.
(S301)
The diesel generator 32 is operated and connected to the inboard AC bus 3.
(S302)
A first power suppression step of reducing the amount of electric power supplied from the turbo generator 22 to the shaft motor 53 and reducing the amount of propulsion of the shaft motor 53 is performed.
(S303)
A third load transition step of increasing the amount of power supplied by the diesel generator 32 and decreasing the amount of power supplied by the turbo generator 22 to transfer the inboard power load 40 from the turbo generator 22 to the diesel generator 32; Do.
(S304)
A first stop process for stopping the turbo generator 22 is performed. The turbo generator 22 is stopped and disconnected from the inboard AC bus 3.
(S305)
A second power suppression step is performed in which the supply of electric power from the turbocharger generator 12 to the shaft motor 53 is decreased and the propulsion amount of the shaft motor 53 is further decreased.
(S306)
A second stop process is performed in which the supply of electric power from the turbocharger generator 12 to the shaft motor 53 is stopped and the shaft motor 53 is stopped.
(S307)
Fourth load transition for increasing the amount of power supplied by the diesel generator 32 and decreasing the amount of power supplied by the turbocharger generator 12 to transfer the inboard power load 40 from the turbocharger generator 12 to the diesel generator 32 Perform the process.
(S308)
The turbocharger generator 12 is stopped and disconnected from the inboard AC bus 3.

  As described above, the ship propulsion system 100 performs the control method having the steps (S301) to (S308), thereby causing a flow opposite to the increase in power shown in FIGS. The amount of power passing through the second power converter 62 existing between the AC bus and the AC bus can be reduced. Therefore, since the second power converter 62 converts power shortage or surplus power of the inboard AC bus 3, the rated capacity can be made smaller than that of the first power converter 61 and the third power converter 63. Become. Moreover, an apparatus installation space can be reduced because the capacity | capacitance of a 2nd power converter device can be made small. Moreover, equipment cost can be reduced because the capacity | capacitance of a 2nd power converter device can be made small.

Embodiment 2. FIG.
FIG. 8 is a diagram showing a configuration of the ship propulsion system 200 according to Embodiment 2 of the present invention. Parts having the same configuration as the ship propulsion system 100 of FIGS. 1 to 7 are denoted by the same reference numerals and description thereof is omitted. Hereinafter, for the ship propulsion system 200 according to the second embodiment of the present invention, the ship propulsion that reduces the capacity of the second power conversion device 62 existing between the AC power and the DC power by using the inboard power integrated control device 80. A startup sequence of the system 200 will be described. The change in the electric energy shown in FIGS. 3 and 4 also corresponds to the startup sequence of the ship propulsion system 200.

  As shown in FIG. 8, a ship propulsion system 200 is a system provided in a ship, and includes a main engine 1, a turbocharger (T / C) 11, a turbocharger generator (TCG) 12, a steam generator. Device 20, diesel power generator 30, inboard power load 40, shaft motor (SM: Shaft Motor) 53, DC bus section 60, first power converter 61, second power converter 62, third power converter 63, switchboard 70, an inboard power control device 80 is provided. Further, the ship propulsion system 200 includes a diesel generator control device 81, a turbo generator control device 82, a turbocharger generator control device 83, a second power converter control device 84, a main engine control device 85, a shaft motor control device 86, A switchboard voltage measuring device 90 is provided.

  On the switchboard 70, an inboard power overall control device 80 that controls an inboard power system, an inboard voltage measurement device 90, and an inboard AC bus 3 that supplies power to the inboard power load 40 are arranged. A steam power generation device 20, a diesel power generation device 30, an inboard power load 40, and a second power conversion device 62 are connected to the inboard AC bus 3 via the switch 4.

  The inboard power integrated control device 80 monitors the power used in the ship, calculates the power required in the ship, and controls various generators in order to secure the required power amount. In particular, the inboard power integrated control device 80 controls the amount of power passing through the power conversion device existing between the DC bus side and the AC bus side in the startup sequence or the end sequence of the ship propulsion system 200. The ship power control unit 80 includes a diesel generator control unit 81, a turbo generator control unit 82, a turbocharger generator control unit 83, a second power converter control unit 84, a main unit control unit 85, a shaft motor control unit 86, and the like. To receive data on the operating status of various devices and send driving instructions.

  The diesel generator control device 81 grasps the operation state of the diesel generator 32, transmits the operation state of the diesel generator 32 to the inboard power overall control device 80, and based on the operation instruction of the inboard power overall control device 80. The operation of the diesel generator 32 is controlled. The turbo generator control device 82 grasps the operation state of the turbo generator 22, transmits the operation state of the turbo generator 22 to the inboard power overall control device 80, and based on the operation instruction of the inboard power overall control device 80. The operation of the turbo generator 22 is controlled. The turbocharger generator control device 83 grasps the operation state of the turbocharger generator 12, transmits the operation state of the turbocharger generator 12 to the inboard power control unit 80, and operates the inboard power control unit 80. Based on the instruction, the operation of the turbocharger generator 12 is controlled. The second power converter control device 84 measures the amount of power flowing through the second power converter 62 and transmits the amount of power flowing through the second power converter 62 to the inboard power overall control device 80. The main machine control device 85 controls the operation of the main machine 1. The shaft motor control device 86 grasps the operation state of the shaft motor 53, transmits the operation state of the shaft motor 53 to the inboard power overall control device 80, and based on the operation instruction of the inboard power overall control device 80. To control the operation. The switchboard voltage measuring device 90 measures the voltage in the switchboard 70.

The inboard power integrated control device 80 and various control devices can be realized by hardware such as a circuit device that realizes this function, or can be realized as software executed on an arithmetic device such as a microcomputer or CPU. .
When implemented as software, a program that realizes this function is stored in ROM (Read Only Memory), HDD (Hard Disk Drive), etc., and an arithmetic device such as a CPU or microcomputer reads the program, It can be configured by executing processing corresponding to the function according to the instruction. In addition, although it is configured by one control device here, for example, processing of a program that realizes this function may be performed separately by a plurality of components.

  FIG. 9 is a flowchart showing a startup sequence of the boat propulsion system 200 according to Embodiment 2 of the present invention. Here, in the ship propulsion system 200 having the mixed-type inboard AC bus 3 of AC power and DC power and used for propulsion, the ship propulsion system that reduces the capacity of the power converter existing between the AC power and the DC power. The activation sequence 200 will be described. In starting the marine vessel propulsion system 200, the diesel generator 32 is driven, and the turbocharger generator 12, the turbo generator 22, and the shaft motor 53 are stopped. In the flowchart, manual intervention is performed at the time of activation, but it may be performed automatically from the start to the end. If “Yes” does not occur even after a predetermined time has elapsed in the determination step, control is performed such as informing the user of the situation or stopping the control.

(S201)
The diesel generator 32 is started up and a first power supply process for supplying power to the inboard power load 40 is performed.
In order to operate the main machine 1 which is a waste heat source, it is necessary to operate pumps with the diesel generator 32. Therefore, the diesel generator 32 is started up, and power is supplied from the diesel generator 32 to the inboard power load 40 via the inboard AC bus 3 to stabilize the inboard power.

(S202)
The inboard power integrated control device 80 determines whether or not the turbocharger generator 12 can be activated to have a load.
In order to improve the electric power that can be generated by the turbo generator 22, it is necessary to start the turbocharger generator 12 provided in the preceding stage first and load the turbocharger generator 12 with a load.
Whether or not the turbocharger generator 12 can be activated to have a load is determined based on whether or not the lower limit value of the settable power generation amount has been reached. The determination as to whether or not the lower limit value of the power generation possible set amount has been reached corresponds to the first determination step of the present invention. The lower limit value of the settable power generation amount is set in advance according to, for example, the state of the ship's equipment, the load on the main engine, the environmental conditions, etc., and the inboard power integrated control device 80 acquires and determines these data. If the lower limit value of the settable power generation amount is not reached, the inboard power integrated control device 80 repeats the determination of whether or not the turbocharger generator 12 can be started until the lower limit value of the settable power generation amount is reached.

(S203)
The inboard power integrated control device 80 activates the turbocharger generator 12.
When the amount of power generated by the diesel generator 32 has reached the settable power generation amount, the inboard power integrated control device 80 activates the turbocharger generator 12 and starts power generation by the turbocharger generator 12.

(S204)
The inboard power integrated control device 80 performs a second determination step of determining whether or not the voltage on the turbocharger generator 12 side in the switchboard 70 has reached a set value (for example, 450 V). The voltage on the turbocharger generator 12 side in the switchboard 70 is measured by the switchboard voltage measuring device 90 and transmitted to the inboard power integrated control device 80.
The inboard power integrated control device 80 determines whether or not the switch 4 can be closed by determining whether or not the voltage on the turbocharger generator 12 side in the switchboard 70 has reached the set value. .
When the voltage on the turbocharger generator 12 side in the switchboard 70 has not reached the set value, the diesel generator 32 supplies power until the voltage on the turbocharger generator 12 side in the switchboard 70 reaches the set value. I do. Then, the inboard power integrated control device 80 repeatedly determines whether or not the voltage on the turbocharger generator 12 side in the switchboard 70 has reached the set value.

(S205)
The inboard power integrated control device 80 closes the switch 4 for the turbocharger generator 12.
When the voltage on the turbocharger generator 12 side in the switchboard 70 reaches the set value, the inboard power integrated control device 80 closes the switch 4 for the turbocharger generator 12, and the turbocharger generator 12 The generated power is supplied to the inboard AC bus 3. AC power generated by the turbocharger generator 12 is converted into DC power by the first power converter 61, converted to AC power by the second power converter 62, and supplied to the inboard AC bus 3.

(S206)
The inboard power control unit 80 distributes the inboard power load 40 to the turbocharger generator 12. When supplying electric power from the turbocharger generator 12 to the inboard AC bus 3, the frequency of the second power converter 62 is controlled.

(S207)
The inboard power integrated control device 80 supplies power to the inboard power load 40 through the inboard AC bus 3 by the diesel generator 32 and the turbocharger generator 12. The steps (S203) to (S207) correspond to the execution of the second power supply step of the present invention.

(S208)
The inboard power control unit 80 increases the amount of power supplied by the turbocharger generator 12 and decreases the amount of power supplied by the diesel generator 32, so that the inboard power load from the diesel generator 32 to the turbocharger generator 12 is increased. A part of 40 is moved.

(S209)
The inboard power integrated control device 80 performs a third determination step of determining whether or not the power of the second power conversion device 62 has reached the threshold value. The amount of power of the second power converter 62 is measured by the second power converter controller 84 and transmitted to the ship power controller 80. By determining whether or not the power of the second power converter 62 has reached the threshold value, it is determined whether or not the second power converter 62 has reached the upper limit power amount. The power threshold for determining whether or not the second power conversion device 62 has reached the upper limit power amount is preset to the power amount obtained by subtracting the load variation margin from the capacity of the second power conversion device 62. . When the power of the second power converter 62 has not reached the threshold value, the inboard power integrated control device 80 continues to transfer the inboard power load 40 from the diesel generator 32 to the turbocharger generator 12. Then, the inboard power integrated control device 80 repeatedly determines whether or not the power of the second power conversion device 62 has reached the threshold value.
In addition, the process of (S208)-(S209) is corresponded to the 1st load transfer process of this invention.

(S210)
The inboard power integrated control device 80 determines whether the shaft motor 53 can be activated.
When the inverter that constitutes the second power converter 62 has the upper limit power amount, the inboard power integrated control device 80 ends the transition of the inboard power load 40 from the diesel generator 32 to the turbocharger generator 12, and then continues. It is then determined whether the shaft motor 53 can be activated. If the shaft motor 53 cannot be started, the inboard power integrated control device 80 repeats the determination as to whether or not the shaft motor 53 can be started until the startable condition is satisfied. The condition for determining whether or not the shaft motor 53 can be activated is set in advance according to, for example, the state of the ship's equipment, the load on the main engine, the environmental conditions, and the like.

(S211)
When the shaft motor 53 can be activated, the inboard power integrated control device 80 activates the shaft motor 53.

(S212)
The inboard power integrated control device 80 operates the shaft motor 53 with the electric power supplied from the turbocharger generator 12 via the first power conversion device 61 and the third power conversion device 63.
In addition, (S212) is corresponded to execution of the electric motor drive process of this invention.

(S213)
The inboard power integrated control device 80 increases the propulsion amount of the shaft motor 53.

(S214)
The inboard power integrated control device 80 supplies power from the turbocharger generator 12 to increase the propulsion amount of the shaft motor 53. Further, the electric power supplied from the turbocharger generator 12 to the inboard power load 40 is passed through between the AC power and the DC power by the inboard power overall control device 80 so as to meet the upper limit power amount of the second power converter 62. The capacity is controlled so as to reduce the size. Since the turbocharger generator 12 does not have a capability of supplying a short-circuit current to the system, it is necessary to operate in parallel with the diesel generator 32 or the turbo generator 22 to be started later.

(S215)
The inboard power integrated control device 80 performs a third determination step of determining whether or not the power of the second power conversion device 62 has reached the threshold value. The amount of power of the second power converter 62 is measured by the second power converter controller 84 and transmitted to the ship power controller 80. By determining whether or not the power of the second power converter 62 has reached the threshold value, it is determined whether or not the second power converter 62 has reached the upper limit power amount. The power threshold for determining whether or not the second power conversion device 62 has reached the upper limit power amount is preset to the power amount obtained by subtracting the load variation margin from the capacity of the second power conversion device 62. . When the power of the second power conversion device 62 has not reached the threshold value, the inboard power integrated control device 80 continues to increase the propulsion amount of the shaft motor 53 and the power of the second power conversion device 62 has reached the threshold value. The determination of whether or not is repeated.

(S216)
The inboard power integrated control device 80 determines whether or not the power generation amount by the turbocharger generator 12 has reached the upper limit value of the power generation possible set amount in parallel with the process of S215. Note that the determination of whether or not the amount of power generated by the turbocharger generator 12 has reached the upper limit value of the power generation possible set amount corresponds to the fourth determination step of the present invention. The upper limit value of the settable power generation amount of the turbocharger generator 12 is set in advance according to, for example, the state of the ship's equipment, the load amount of the main engine, the environmental conditions, and the load variation margin. When the amount of power generated by the turbocharger generator 12 does not reach the upper limit value of the settable power generation amount, the inboard power integrated control device 80 continues to increase the propulsion amount of the shaft motor 53 until the settable power generation amount is reached. The determination of whether or not the amount of power generated by the turbocharger generator 12 has reached the upper limit of the settable power generation amount is repeated.

(S217)
The inboard power integrated control device 80 determines whether the turbo generator 22 can be activated.
When the second power converter 62 has reached the upper limit power amount and when the power generation amount of the turbocharger generator 12 has reached the upper limit value of the settable power generation amount, the inboard power integrated control device 80 It is determined whether or not the generator 22 can be activated. Whether or not the turbo generator 22 can be started is determined, for example, by determining whether or not the inlet temperature of an exhaust gas economizer (not shown) that exchanges heat with the exhaust heat emitted from the main engine 1 has reached a threshold value. The threshold value of the inlet temperature of the exhaust gas economizer is set in advance according to, for example, ship facilities and environmental conditions. The determination as to whether or not the inlet temperature of the exhaust gas economizer that exchanges heat with the exhaust gas emitted from the main engine 1 has reached the threshold corresponds to the fifth determination step of the present invention. If the turbo generator 22 cannot be started, such as when the exhaust gas economizer inlet temperature is less than the threshold, whether or not the exhaust gas economizer inlet temperature has reached the threshold until the exhaust gas economizer inlet temperature reaches the threshold Repeat the judgment.

(S218)
For example, when it is determined that the inlet temperature of the exhaust gas economizer reaches a threshold value and the turbo generator 22 can be started, the inboard power management control device 80 starts the turbo generator 22.

(S219)
The inboard power integrated control device 80 performs a sixth determination step of determining whether or not the voltage on the turbo generator 22 side in the switchboard 70 has reached a set value (for example, 450 V).
The inboard power integrated control device 80 determines whether or not the switch 4 can be closed by determining whether or not the voltage on the turbo generator 22 side in the switchboard 70 has reached a set value.
When the voltage on the turbo generator 22 side in the switchboard 70 has not reached the set value, the inboard power control unit 80 determines that the voltage on the turbo generator 22 side in the switchboard 70 reaches the set value. Electric power is supplied by the diesel generator 32 and the turbocharger generator 12. Then, the inboard power integrated control device 80 repeatedly determines whether or not the voltage on the turbo generator 22 side in the switchboard 70 has reached a set value (for example, 450 V).
Note that (S213) to (S219) correspond to the first propulsion boosting step of the present invention. In the first propulsion boosting step, the difference between the amount of power supplied by the turbocharger generator 12 and the amount of power used by the shaft motor 53 is controlled to be equal to or less than a specified value. This specified value is determined in advance by the capacity of the inverter of the second power converter and a margin for load fluctuation.

(S220)
The inboard power integrated control device 80 closes the switch 4 for the turbo generator 22.
When the voltage of the inboard AC bus 3 is established, the inboard power integrated control device 80 closes the switch 4 for the turbo generator 22 and converts the AC power generated by the turbo generator 22 into the inboard AC bus. 3 is supplied.

(S221)
The inboard power integrated control device 80 controls the frequency of the turbo generator 22 and distributes the inboard power load 40 to the turbo generator 22.

(S222)
The inboard power integrated control device 80 causes the inboard power load 40 and the shaft motor 53 to supply power via the inboard AC bus 3 by the diesel generator 32, the turbo generator 22, and the turbocharger generator 12. Then, the inboard power integrated control device 80 increases the amount of power supplied by the turbo generator 22 and decreases the amount of power supplied by the diesel generator 32, and transfers the inboard power load 40 from the diesel generator 32 to the turbo generator. 22.
In addition, (S220)-(S222) are corresponded to execution of the 2nd load transfer process of this invention. In the second load transition process, the difference between the amount of power supplied by the turbocharger generator 12 and the amount of power used by the shaft motor 53 is controlled to a specified value or less. This specified value is determined in advance by the capacity of the inverter of the second power converter and a margin for load fluctuation.

(S223)
The inboard power integrated control device 80 performs a second propulsion energizing step of increasing the amount of electric power supplied from the turbo generator 22 and increasing the amount of propulsion energization of the shaft motor 53. Then, the inboard power integrated control device 80 disconnects the diesel generator 32 from the inboard AC bus 3 and ends the startup sequence of the ship propulsion system 200.

  If the system exceeds the upper limit power amount of the second power converter 62 or the settable power generation amount of the turbocharger generator 12 due to load fluctuation or power generation amount reduction, the inboard power The overall control device 80 controls the shaft motor 53 to reduce the amount of propulsion and to balance the power supply amount and the consumption amount.

As described above, the ship propulsion system 200 is configured so that the inboard power integrated control device 80 performs the control method having the steps (S201) to (S223), so that the ship propulsion system 200 exists between the DC bus side and the AC bus side. 2 The amount of power passing through the power converter 62 can be reduced. Therefore, since the second power converter 62 converts power shortage or surplus power of the inboard AC bus 3, the rated capacity can be made smaller than that of the first power converter 61 and the third power converter 63. Become.
Thus, the 2nd power converter 62 can be reduced in size by making the rated capacity of the 2nd power converter 62 smaller than the 1st power converter 61 and the 3rd power converter 63. Therefore, it is possible to further reduce the equipment installation space and the equipment cost.

  FIG. 10 is a flowchart showing an end sequence of ship propulsion system 200 according to Embodiment 2 of the present invention. The steps (S201) to (S223) described above are methods for starting the marine vessel propulsion system 100 by the inboard power overall control device 80. The inboard power integrated control device 80 can end the ship propulsion system 100 through a process reverse to the processes of (S201) to (S223). The following (S401) to (S408) are described by simplifying the steps opposite to the steps (S201) to (S223).

From the state where the shaft motor 53 is operated by the electric power generated by the turbocharger generator 12 and the turbo generator 22, the inboard power integrated control device 80 ends the operation of the shaft motor by the following method.
(S401)
The inboard power integrated control device 80 operates the diesel generator 32 and connects it to the inboard AC bus 3.
(S402)
The inboard power integrated control device 80 performs a first power suppression step of reducing the amount of power supplied from the turbo generator 22 to the shaft motor 53 and reducing the amount of propulsion of the shaft motor 53.
(S403)
The inboard power control unit 80 decreases the amount of power supplied by the turbo generator 22 and increases the amount of power supplied by the diesel generator 32, so that the inboard power load 40 is transferred from the turbo generator 22 to the diesel generator 32. A third load transfer process for transfer is performed.
(S404)
The inboard power integrated control device 80 performs a first stop process for stopping the turbo generator 22. The inboard power integrated control device 80 stops the turbo generator 22 and disconnects it from the inboard AC bus 3.
(S405)
The inboard power overall control device 80 performs a second power suppression step of reducing the supply of power from the turbocharger generator 12 to the shaft motor 53 and further reducing the propulsion amount of the shaft motor 53.
(S406)
The inboard power overall control device 80 stops the supply of power from the turbocharger generator 12 to the shaft motor 53 and performs a second stop process for stopping the shaft motor 53.
(S407)
The inboard power integrated control device 80 decreases the amount of power supplied by the turbocharger generator 12 and increases the amount of power supplied by the diesel generator 32 so that the inboard power load 40 is transferred from the turbocharger generator 12 to the diesel generator. The 4th load transfer process made to transfer to 32 is performed.
(S408)
The inboard power integrated control device 80 stops the turbocharger generator 12 and disconnects from the inboard AC bus 3.

As described above, the marine vessel propulsion system 200 performs the control method in which the inboard power overall control device 80 includes the steps (S401) to (S408), which is opposite to the increase in power shown in FIGS. With the flow, the amount of power passing through the second power conversion device 62 existing between the DC bus side and the AC bus side can be reduced. Therefore, since the second power converter 62 converts power shortage or surplus power of the inboard AC bus 3, the rated capacity can be made smaller than that of the first power converter 61 and the third power converter 63. Become.
Thus, the 2nd power converter 62 can be reduced in size by making the rated capacity of the 2nd power converter 62 smaller than the 1st power converter 61 and the 3rd power converter 63. Therefore, it is possible to further reduce the equipment installation space and the equipment cost.

Embodiment 3 FIG.
FIG. 11 is a diagram showing a configuration of a ship propulsion system 300 according to Embodiment 3 of the present invention. Parts having the same configuration as those of the ship propulsion system 100 or the ship propulsion system 200 of FIGS. 1 to 10 are denoted by the same reference numerals and description thereof is omitted. The ship propulsion system 300 according to the third embodiment of the present invention has the storage battery 110 in the DC bus section 60.

  The storage battery 110 can store electric power generated by the turbocharger generator 12, the turbo generator 22, and the diesel generator 32. The inboard power overall control device 80 is connected to the storage battery 110. The inboard power integrated control device 80 can supply power to the inboard power load 40. Further, the inboard power integrated control device 80 can supply power to the shaft motor 53 using the power stored in the storage battery 110.

  As described above, the marine vessel propulsion system 300 uses the electric power stored in the storage battery 110 to supply electric power to the shaft motor 53, so that the turbo generator 22 and the diesel generator are connected via the second power converter 62. The amount of electric power generated at 32 can be reduced. Therefore, the ship propulsion system 300 can reduce the rated capacity of the second power conversion device 62. As a result, since the second power conversion device 62 converts the shortage or surplus power of the inboard AC bus 3, the rated capacity can be made smaller than that of the first power conversion device 61 and the third power conversion device 63. Become.

1 main engine, 2 propeller for propulsion, 3 inboard AC bus, 4 switch, 11 turbocharger, 12 turbocharger generator, 20 steam generator, 21 steam turbine,
22 Turbo generator, 30 Diesel generator, 31 Diesel engine, 32 Diesel generator, 40 Inboard power load, 53 Shaft motor, 60 DC bus section, 61 1st power converter, 62 2nd power converter, 63 3rd Power converter, 70 switchboard, 80 inboard power control device, 81 diesel generator control device, 82 turbo generator control device, 83 turbocharger generator control device, 84 second power conversion device control device, 85 main engine control device, 86 Shaft motor control device, 90 Switchboard voltage measuring device, 100 Ship propulsion system, 110 Storage battery, 200 Ship propulsion system, 300 Ship propulsion system.

Claims (13)

A main engine that drives a propeller for ship propulsion,
A first generator that is used to operate the main engine and supplies power to the inboard AC bus;
A second generator for generating power using the exhaust energy of the main engine;
A third generator for generating power using the exhaust heat of the exhaust gas of the main engine and supplying power to the inboard AC bus;
A first power converter that converts AC power output from the second generator into DC power;
A DC bus section to which DC power of the first power converter is supplied;
A second power converter connected between the DC bus section and the inboard AC bus, for converting the DC power of the DC bus section into AC power, and for converting the AC power of the inboard AC bus into DC power;
A third power converter that is connected to the DC bus section and converts DC power supplied to the DC bus section into AC power;
An electric motor driven by the alternating-current power output from the third power converter and propelling and energizing the propeller for propulsion;
A switchboard connected to the second generator via the first power generator, the third power generator, and the second power converter;
With
In a state where the first generator is driven and the second generator, the third generator, and the motor are stopped,
A first power supply step of generating power by the first generator and supplying power to an inboard power load;
A second power supply step of activating the second generator to generate power, and supplying power to the inboard power load via the first power converter and the second power converter;
A part of the inboard power load is transferred from the first generator to the second generator by increasing the amount of power supplied by the second generator and decreasing the amount of power supplied by the first generator. A first load transition step to be performed;
An electric motor driving step of supplying electric power from the second generator via the first electric power converter and the third electric power converter to start and drive the electric motor;
A first propulsion boosting step of increasing the amount of power supplied by the second generator until a threshold value is reached, and increasing the propulsion boosting amount of the electric motor;
Activating the third generator to generate electricity, increasing the amount of power supplied by the third generator,
A second load transition step of reducing the amount of power supplied by the first generator and transferring the inboard power load from the first generator to the third generator;
A second propulsion boosting step of increasing the amount of power supplied from the third generator and increasing the propulsion boosting amount of the electric motor;
A method for controlling a marine vessel propulsion system. In the first propulsion boosting step and the second load transition step,
The ship propulsion system control method according to claim 1, wherein a difference between a power supply amount of the second generator and a power consumption amount of the electric motor is controlled to be equal to or less than a specified value. In the first power supply step,
A first determination step of determining whether or not a lower limit value of the settable power generation amount has been reached, and a second determination of whether or not the voltage on the second generator side in the switchboard has reached a set value A determination process,
When the lower limit value of the settable power generation amount is reached in the first determination step, and the voltage on the second generator side in the switchboard reaches the set value in the second determination step, the The ship propulsion system control method according to claim 1 or 2, wherein the second power supply step is executed. In the first load transition step,
A third determination step of determining whether or not the power of the second power conversion device has reached a threshold;
4. The method according to claim 1, wherein when the power of the second power conversion device has reached a threshold value in the third determination step, the first load transition step is terminated and the electric motor driving step is executed. The control method of the ship propulsion system as described in 2. In the first propulsion boosting step,
A third determination step of determining whether the power of the second power conversion device has reached a threshold;
A fourth determination step of determining whether or not the amount of power generated by the second generator has reached the upper limit of the settable power generation amount;
A fifth determination step for determining whether or not an inlet temperature of an exhaust gas economizer that exchanges heat with exhaust heat of the exhaust gas of the main engine reaches a threshold;
A sixth determination step of determining whether or not the voltage on the third generator side in the switchboard has reached a set value;
Have
The power of the second power converter has reached a threshold value in the third determination step, and the power generation amount generated by the second generator in the fourth determination step has reached the upper limit value of the settable power generation amount. The inlet temperature of the exhaust gas economizer has reached a threshold value in the fifth determining step, and the voltage on the third generator side in the switchboard has reached a set value in the sixth determining step, The ship propulsion system control method according to any one of claims 1 to 4, wherein the second load transition step is executed. In a state where the electric motor is driven by the supply of electric power from the second generator and the third generator,
Operating the first generator and connecting to the inboard AC bus;
A first power suppression step of reducing the amount of electric power supplied from the third generator to the electric motor and reducing the amount of propulsion of the electric motor;
A third power supply is transferred from the third power generator to the first power generator by increasing the power supply by the first power generator and decreasing the power supply by the third power generator. Load transfer process;
A first stopping step of stopping the third generator;
A second power suppression step of reducing the amount of electric power supplied from the second generator to the electric motor and further reducing the propulsion amount of the electric motor;
A second stop step of stopping power supply from the second generator to the electric motor, and stopping the electric motor;
A fourth power supply is transferred from the second power generator to the first power generator by increasing the power supply by the first power generator and decreasing the power supply by the second power generator. Load transfer process;
Stopping the second generator and disconnecting the second generator from the inboard AC bus;
The ship propulsion system control method according to any one of claims 1 to 5. A main engine that drives a propeller for ship propulsion,
A first generator that is used to operate the main engine and supplies power to the inboard AC bus;
A second generator for generating power using the exhaust energy of the main engine;
A third generator for generating power using the exhaust heat of the exhaust gas of the main engine and supplying power to the inboard AC bus;
A first power converter that converts AC power output from the second generator into DC power;
A DC bus section to which DC power of the first power converter is supplied;
A second power converter connected between the DC bus section and the inboard AC bus, for converting the DC power of the DC bus section into AC power, and for converting the AC power of the inboard AC bus into DC power;
A third power converter that is connected to the DC bus section and converts DC power supplied to the DC bus section into AC power;
An electric motor driven by the alternating-current power output from the third power converter and propelling and energizing the propeller for propulsion;
A switchboard connected to the second generator via the first power generator, the third power generator, and the second power converter;
A ship propulsion system control device for controlling a ship propulsion system comprising:
In a state where the first generator is driven and the second generator, the third generator, and the motor are stopped,
Causing the first generator to generate power and supplying power to the inboard power load via the inboard AC bus;
Activating the second generator to generate power, supplying power to the inboard power load via the first power converter and the second power converter,
A part of the inboard power load is transferred from the first generator to the second generator by increasing the amount of power supplied by the second generator and decreasing the amount of power supplied by the first generator. Let
From the second generator, power is supplied via the first power converter and the third power converter to start and drive the motor,
Increasing the amount of power supplied by the second generator until a threshold value is reached, increasing the propulsion boost amount of the motor,
Activating the third generator to generate electricity, increasing the amount of power supplied by the third generator,
Reducing the amount of power supplied by the first generator to transfer the inboard power load from the first generator to the third generator;
A control device for a ship propulsion system that increases an amount of electric power supplied from the third generator to increase an amount of propulsion of the electric motor. While generating power by the first generator and supplying power to the inboard power load,
Determining whether or not the lower limit of the settable power generation amount has been reached, and determining whether or not the voltage on the second generator side in the switchboard has reached a set value;
When the lower limit value of the settable power generation amount has been reached and the voltage on the second generator side in the switchboard has reached the set value,
The ship propulsion system control according to claim 7, wherein the second generator is activated to generate electric power, and the electric power is supplied to the inboard power load via the first power converter and the second power converter. apparatus. A part of the inboard power load is transferred from the first generator to the second generator by increasing the amount of power supplied by the second generator and decreasing the amount of power supplied by the first generator. While letting
Determining whether the power of the second power converter has reached a threshold;
When the power of the second power converter has reached a threshold value, the transition of the inboard power load from the first generator to the second generator is terminated, and the first power is transmitted from the second generator. The ship propulsion system control device according to claim 7 or 8, wherein electric power is supplied via the conversion device and the third power conversion device, and the electric motor is activated to operate. When increasing the amount of power supplied by the second generator until a threshold value is reached and increasing the propulsion boost amount of the motor,
Determining whether the power of the second power conversion device has reached a threshold;
Determining whether the amount of power generated by the second generator has reached the upper limit of the settable power generation amount;
Determine whether the inlet temperature of the exhaust gas economizer that exchanges heat with the exhaust heat of the exhaust gas of the main engine has reached a threshold,
Determining whether the voltage on the third generator side in the switchboard has reached a set value;
The power of the second power converter has reached a threshold, the amount of power generated by the second generator has reached the upper limit of the settable power generation amount, and the exhaust gas economizer inlet temperature has reached the threshold And when the voltage on the third generator side in the switchboard has reached a set value,
Activating the third generator to generate electricity, increasing the amount of power supplied by the third generator,
The ship propulsion system according to any one of claims 7 to 9, wherein an amount of electric power supplied from the first generator is reduced and the inboard power load is transferred from the first generator to the third generator. Control device. In a state where the electric motor is driven by the supply of electric power from the second generator and the third generator,
Operate the first generator, connect it to the inboard AC bus,
Decreasing the amount of electric power supplied from the third generator to the electric motor to reduce the propulsion amount of the electric motor,
Increasing the amount of power supplied by the first generator, decreasing the amount of power supplied by the third generator, and transferring the inboard power load from the third generator to the first generator;
Stop the third generator,
Reducing the amount of electric power supplied from the second generator to the electric motor, further reducing the propulsion amount of the electric motor,
Stopping the supply of electric power from the second generator to the electric motor, stopping the electric motor,
Increasing the amount of power supplied by the first generator, decreasing the amount of power supplied by the second generator, and transferring the inboard power load from the second generator to the first generator;
The control device for a ship propulsion system according to any one of claims 7 to 10, wherein the second generator is stopped and the second generator is disconnected from the inboard AC bus.   The ship propulsion system control device according to any one of claims 7 to 11, further comprising a storage battery that stores electric power generated by the first generator, the second generator, and the third generator. .   The ship provided with the control apparatus of the ship propulsion system of any one of Claims 7-12.

Images