JP2013035297A - Marine propulsion system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a marine propulsion system for a ship equipped with a gas turbine, configured to efficiently operate the gas turbine by combining a generator with a power storage device.SOLUTION: The marine propulsion system includes a propulsion motor M that drives a propeller 5 by power generated in a generator G to be driven by a gas turbine GT; a power storage device S for storing the generated power; and a control device CU for controlling equipment. The control device CU repeats the following cycle: operating the gas turbine GT always in a high output region to drive the generator G; supplying the generated power to an inboard power supply SP, the propulsion motor M, and the power storage device S; stopping the gas turbine GT when the power storage device S reaches a required maximum charge amount; supplying the stored power from the power storage device S to the inboard power supply and the propulsion motor M after stopping the gas turbine; and restoring a power generating condition for operating the gas turbine GT in the high output region to drive the generator G when the amount of power stored in the power storage device S reaches a predetermined minimum charge amount.

Description

  The present invention relates to a marine propulsion system including a gas turbine.

  Conventionally, gas turbines have been used as the main engine of ships because of their small size, light weight, low vibration, excellent starting characteristics and acceleration / deceleration performance. However, the lower the output of the gas turbine, the higher the fuel consumption rate. Therefore, when the gas turbine is used as a main engine in a ship that is always used in a wide output range or the average required output is lower than the maximum output, The fuel consumption rate is large, that is, the fuel efficiency is a big issue, and it is not mainstream now.

  FIG. 14 is a graph showing the relationship between the output and the fuel consumption rate (unit output, fuel consumption per unit time) in the gas turbine and the diesel engine. The horizontal axis shows the output, and the vertical axis shows the fuel consumption rate. In the case of a diesel engine indicated by an alternate long and short dash line, the fuel consumption rate is greater at low output than at high output, but there is no significant change. However, in the case of the gas turbine indicated by the solid line, it can be seen that the fuel consumption rate is very large at the time of low output compared with the case of high output, and the fuel efficiency is very poor.

  As a prior art of this type, a gas turbine and a diesel engine are provided side by side. A generator driven by the gas turbine, a generator driven by the diesel engine, and a battery for storing the power generated by these generators. Installed, when traveling at low speed, the gas turbine is operated at the rated output to generate electricity, and when the power is insufficient, the diesel engine is operated to maintain high fuel consumption efficiency of the entire ship There is a marine propulsion device (see, for example, Patent Document 1).

  In addition, as another prior art, a diesel engine (or gas turbine) that operates an alternator is installed, and surplus power generated by the alternator or a propeller driven by the alternator is generated due to the effects of deceleration or tidal currents. AC power generated when driven as a machine is converted to DC power and stored in a capacitor, converted to AC power as needed and supplied to an AC motor, or used as an onboard power source Yes (see, for example, Patent Document 2).

JP 2005-22650 A JP 2008-024187 A

  By the way, as shown in FIG. 14, the simple cycle gas turbine cannot avoid the characteristic that the fuel consumption rate (hereinafter, also simply referred to as “fuel consumption”) becomes worse as the output becomes lower. Therefore, especially in a ship where a gas turbine is operated in a wide output range, as described above, the poor fuel efficiency of the gas turbine at a low output becomes a problem and is not adopted as the mainstream of the main engine. In particular, poor fuel economy is often a problem in recent years due to soaring crude oil.

  As a means for solving this poor fuel consumption, for example, a plurality of relatively low-power gas turbines are mounted, and at the time of low power, only one is operated, and the output is supplied to both the propulsion and the shipboard power load. It is possible. However, even with such a configuration, when the gas turbine load is smaller than the rated output, it is necessary to operate with poor fuel consumption, and the poor fuel consumption cannot be improved. This problem also occurs in Patent Document 1 described above. When a gas turbine that is operated at the rated output is operated at an output smaller than the rated output, the operation with poor fuel consumption must be performed, and the poor fuel consumption cannot be improved.

  In addition, when a gas turbine that is operating at this time of low output is in an emergency stop, the ship loses propulsion / control / steering ability until the other gas turbine is started and a load is generated. In addition to drifting, if power is required to start a stopped gas turbine, the required power may not be secured.

  The above-mentioned Patent Document 2 is intended to convert AC power generated when a propeller is driven as a generator into a DC power source and store it in a capacitor. It does not describe efficient operation of the gas turbine based on the amount of stored electricity. This point is not described in Patent Document 1 described above.

  Accordingly, an object of the present invention is to provide a marine vessel propulsion system that can efficiently operate a gas turbine by combining a generator and a power storage device in a vessel equipped with a gas turbine.

  In order to achieve the above object, the present invention includes a gas turbine that drives a generator, a power storage device that stores electric power generated by the generator, and a control device that controls each device, and the control device When the gas turbine is operated, the generator is always operated in a high output range to drive the generator, and the generated power is supplied as power to the ship power supply and charged power to the power storage device. When the predetermined maximum charge amount is reached, the gas turbine is stopped, and after the gas turbine is stopped, the stored electric power is supplied from the power storage device to the inboard power source, and when the power storage device reaches a predetermined minimum charge amount, The gas turbine is configured to repeat a cycle of returning to a power generation state in which the gas turbine is operated in a high power range and the generator is driven. The “high power region” in the specification and claims refers to a region of high power including the maximum power (rated power) of the gas turbine. Further, “stop the gas turbine” means to “stop” or “idle state”. This configuration adds a power storage device to a marine propulsion system equipped with a generator driven by a gas turbine, and controls the gas turbine to always operate in a high-power range with a good fuel consumption rate. The marine propulsion system can be operated efficiently by using the gas turbine output and the electric power of the electric power storage device while greatly improving the fuel consumption rate of the gas turbine by charging the electric power storage device with the electric power Can do. In addition, even if the gas turbine is stopped urgently, the power supply from the power storage device can maintain the inboard power source and the like for a long period of time, so that the reliability and safety can be improved.

  And a converter that converts electric power generated by the generator into electric power for driving a propulsion device, and a propulsion motor that drives a propeller by the electric power converted by the converter, and the control device is configured to operate the gas turbine during operation. The power generated by the generator is supplied as power to the ship power supply, charged to the power storage device and supplied to the propulsion motor as drive power to the propulsion motor. After the gas turbine is stopped, the stored power is supplied from the power storage device to the ship. It may be configured to supply power to a power source and drive power to the propulsion motor. If configured in this way, even when the gas turbine is in an emergency stop, the ship's maneuvering and propulsion capability can be continuously maintained by supplying power from the power storage device, so a marine propulsion system that can improve reliability and safety is constructed. can do.

  In addition, the power storage device is composed of a plurality of types of power storage units that combine a large capacity power storage capable of storing a large amount of power and a small capacity power storage capable of instantaneous large power output. May be. With this configuration, power is stored in a power storage that is generally of a large capacity but difficult to handle instantaneous load fluctuations, and generally has a small capacity that can output instantaneously large power. The electric power stored in the storage device can be used efficiently as needed in response to short-time high power demand.

  A propeller drive speed reducer for driving the propeller, the propeller drive speed reducer being driven by a propulsion motor driven by power generated by a power generator driven by the gas turbine or power of the power storage device; It may be configured to be able to. If comprised in this way, a propulsion motor will be driven using the electric power generated with the generator driven with a gas turbine, or the electric power of a power storage device, and this propeller motor will drive a propeller via a propeller drive reduction gear. It can be constituted as follows.

  A propeller drive speed reducer that is driven by a prime mover; and a propulsion motor that drives the propeller drive speed reducer, wherein the prime mover and the propulsion motor can drive the propeller drive speed reducer independently or simultaneously. It may be configured as follows. If comprised in this way, efficient drive using a prime mover and a propulsion motor will be attained by driving a propeller drive reduction gear by a prime mover and a propulsion motor independently or simultaneously.

  Further, the propulsion motor has a regenerative function that operates as a generator by being driven from the propeller side, and the electric power generated by the propulsion motor can be supplied to an onboard power source and charged to an electric power storage device. It may be configured as such. If comprised in this way, it can generate with the energy at the time of a propeller rotating by propeller reversal or a tidal current etc., and the regenerated electric power can be used as the stored electric power to an inboard power supply or an electric power storage device.

  The control device further includes a first generator driven by the gas turbine and a second generator driven by the propeller drive speed reducer, and the control device has an emergency stop of the first generator driven by the gas turbine. In this case, the second generator that is stopped may be activated while supplying necessary propulsion and onboard power from the power storage device. If comprised in this way, even when the 1st generator driven with a gas turbine stops, it can enable it to start and supply electric power to the 2nd generator driven with the reduction gear for propeller drive.

  In addition to the propeller driven by the propeller drive speed reducer, the propeller driven by the propulsion motor is provided, and the propeller driven by the propulsion motor is arranged in parallel with the propeller driven by the propeller drive speed reducer. You may be comprised by the biaxial propulsion apparatus. If comprised in this way, the marine propulsion system of the biaxial ship provided with the propeller which carries out a mechanical propulsion drive with the reduction gear for propeller drive, and the two propellers which carry out an electric propulsion drive with a propulsion motor can be comprised.

  In addition to a propeller driven by the propeller drive speed reducer, a propeller driven by the propulsion motor is provided, and the propeller driven by the propulsion motor is opposed to the rear side in the axial direction of the propeller driven by the propeller drive speed reducer. It may be configured in a pod type propulsion device arranged as described above. With this configuration, a marine vessel designed to improve propulsion efficiency as a counter-rotating propeller by rotating a pod type propeller in the opposite direction when viewed from the stern side with respect to the propeller driven by the propeller drive speed reducer. A propulsion system can be configured.

  The converter may include a converter and an inverter, and the power storage device may be connected to a direct current unit between the converter and the inverter. If comprised in this way, the inverter for electric power storage apparatuses will become unnecessary, conversion efficiency will improve, the whole efficiency will improve, and electric power can be efficiently stored in an electric power storage apparatus.

  Moreover, it has a propeller drive speed reducer that drives the propeller, and the gas turbine may be configured to drive the generator via the propeller drive speed reducer. If comprised in this way, it can comprise so that the electric power generated with the generator driven by the reduction gear for a propeller drive with a gas turbine may be charged and utilized for an electric power storage apparatus.

  A propeller drive speed reducer for driving the propeller; the gas turbine having a drive system for selectively driving the propeller drive speed reducer and the generator; and the drive system is configured to drive the propeller. The drive system of the speed reducer may be disconnected so that only the generator can be driven. If comprised in this way, when a ship is anchored etc., the drive system of a propeller can be cut off, and it can comprise so that only a generator may be driven and it may generate electric power.

  Further, the power storage devices are distributed and arranged at a plurality of locations in the ship, and the control device stores power stored in other non-failed power storage devices when any of the power storage devices fails. And the power supply may be continued. If comprised in this way, even if one of the power storage devices arrange | positioned in several places in a ship fails, the stable electric power supply can be continued with the electric power stored in the power storage device which is not out of order. .

  According to the present invention, a gas turbine is always operated in a high power range with a good fuel consumption rate, and can be efficiently operated using the power of the power storage device that stores the power generated by the generator driven by the gas turbine. A marine propulsion system can be configured.

1 is a configuration diagram illustrating a marine propulsion system according to a first embodiment of the present invention. It is a flowchart figure of the driving | operation including judgment of starting / stopping of the gas turbine in the marine propulsion system shown in FIG. It is an operation | movement time chart figure of an example in the marine propulsion system shown in FIG. It is a state diagram of each structure in each time of the operation time chart shown in FIG. It is a block diagram which shows the ship propulsion system which concerns on 2nd Embodiment of this invention. It is a block diagram which shows the ship propulsion system which concerns on 3rd Embodiment of this invention. It is a block diagram which shows the ship propulsion system which concerns on 4th Embodiment of this invention. It is a block diagram which shows the ship propulsion system which concerns on 5th Embodiment of this invention. It is a block diagram which shows the ship propulsion system which concerns on 6th Embodiment of this invention. It is a block diagram which shows the ship propulsion system which concerns on 7th Embodiment of this invention. It is a block diagram which shows the ship propulsion system which concerns on 8th Embodiment of this invention. It is a block diagram which shows the ship propulsion system which concerns on 9th Embodiment of this invention. It is a block diagram which shows the ship propulsion system which concerns on 10th Embodiment of this invention. It is a graph which shows the relationship between the output of a conventional gas turbine and a diesel engine, and a fuel consumption rate.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, each component is illustrated by a block and is described with a symbol. Symbols are GT: gas turbine, G: generator (alternator), C: converter, I: inverter, S: power storage device, SP: inboard power supply, M: propulsion motor, CU: control device, P: The prime mover, CL: clutch, RG: reduction gear, AC: alternating current, DC: direct current. Moreover, the double line shows the rotating shaft, the single line shows the electric wire, and the alternate long and short dash line shows the control line.

  The marine propulsion system 1 of the first embodiment shown in FIG. 1 generates power by driving a generator G with a rotating shaft 2 of a gas turbine GT, and the electric power generated by the generator G is converted into electric power via an electric wire 3. The propulsion motor 5 is supplied from the device 4 to the propulsion motor M, and the propeller 5 is rotated by the propulsion motor M. The electric power generated by the generator G is fed from the electric wire 3 to the inboard power supply SP and is supplied to the power storage device S and stored as charging power. The power storage device S is usually composed of a chargeable / dischargeable secondary battery, and charging / discharging is a direct current, and therefore has a function of converting alternating current supplied from the electric wire 3 into direct current.

  Then, when the power storage device S is fully charged (predetermined maximum charge amount), the gas turbine GT is stopped (including the idling state), and the power stored in the power storage device S is supplied to the inboard power supply SP. At the same time, the propeller 5 is rotated by being supplied to the propulsion motor M.

  When the electric power stored in the power storage device S is supplied to the propulsion motor M, the propulsion motor M needs to change the propeller rotation speed according to the ship speed or to reverse the rotation at the time of reverse travel. The frequency conversion is performed by the power conversion device 4 provided between the inboard power supply system having a constant frequency (generally 60 Hz) and the propulsion motor. The power converter 4 is composed of an inverter I that converts an in-board power source from an alternating current into a direct current by a converter C and then converts the direct current to an alternating current having a frequency required by the propulsion motor M. These controls are performed based on signals from the control unit CU.

  Next, based on the flowchart shown in FIG. 2, the operation | movement including the determination of starting / stop of the gas turbine GT in the said ship propulsion system 1 is demonstrated. Abbreviations used in this flowchart are GT: gas turbine, GTmax: gas turbine maximum output (rated operation), Smax: power storage device maximum output, SoC: power storage device charge remaining amount, SoCmax: power storage device maximum charge amount, SoCmin: minimum charge amount of power storage device, PD: required output = hull propulsion power + inboard power supply.

  In order to determine the operation / stop of the gas turbine GT in the marine propulsion system 1, it is first determined whether or not the gas turbine GT is operating (S1). When the gas turbine GT is in operation, it is determined whether the required output PD is smaller than the gas turbine maximum output GTmax (S2). When the required output PD is smaller than the gas turbine maximum output GTmax, the power storage device remaining charge SoC is larger than the power storage device maximum charge SoCmax, and the required output PD is smaller than the power storage device maximum output Smax. Is determined (S3). If this determination (S3) satisfies the two conditions, the gas turbine GT is stopped (S4).

  If the two conditions are not satisfied in the determination (S3), the surplus power is stored (charged) in the power storage device S (S5).

  Furthermore, when the required output PD is larger than the gas turbine maximum output GTmax in the above determination (S2), it is determined whether the remaining power charge SoC of the power storage device is smaller than the minimum charge amount SoCmin of the power storage device (S6). . If the remaining amount SoC of the power storage device is small in this determination (S6), the required output (hull propulsion power + inboard power supply) PD is limited (S7). When the power storage device remaining charge SoC is larger than the power storage device minimum charge amount SoCmin in the determination (S6), the stored power of the power storage device S is used (discharged) (S8).

  On the other hand, if the gas turbine GT is not in operation in the determination (S1), it is determined whether the required output (hull propulsion power + inboard power supply) PD is smaller than the maximum power storage device output Smax (S9). When the required output PD is larger than the power storage device maximum output Smax in this determination (S9), the gas turbine GT is started (S10), and the flow proceeds to the determination (S2).

  If the required output PD is smaller than the power storage device maximum output Smax in the above determination (S9), it is determined whether the power storage device remaining charge SoC is smaller than the power storage device minimum charge amount SoCmin (S11). In this determination (S11), when the power storage device remaining charge SoC is smaller than the power storage device minimum charge amount SoCmin, the flow proceeds to the start of the gas turbine GT in (S10). If it is determined in this determination (S11) that the remaining charge SoC of the power storage device is larger than the minimum charge amount SoCmin of the power storage device, the stored power of the power storage device S in (S8) is used (discharged) (S8). .

  Next, based on the operation time chart shown in FIG. 3 and the state diagram of each configuration at each time shown in FIG. 4, an example of an operation example of the marine propulsion system 1 operated in the flowchart as shown in FIG. 2 will be described. To do. In FIG. 3, time is plotted on the horizontal axis and the amount of each parameter is plotted on the vertical axis, and an example of operation will be described over time.

[Times A to B]
If the propulsion required power of the hull is 60% of the maximum output of the gas turbine GT and the required power on the ship is 5%, the gas turbine GT is stopped, and the power stored in the power storage device S is used for the required power and power. As a result, the remaining power storage amount stored in the power storage device S decreases.

[Time B to C]
When the remaining amount of power stored in the power storage device S reaches the specified minimum charge (SoCmin), the required propulsion power of the hull maintains 60% of the maximum output of the gas turbine GT and the required power of the ship is 5%. In order to achieve this, the gas turbine GT is operated at the maximum output. As a result, the power storage device S is charged with the surplus while the electric power generated by the generator G driven by the gas turbine GT is used for the required power and electric power.

[Time C to D]
When the power storage device S reaches a predetermined maximum charge amount (SoCCmax) at time C, the gas turbine GT stops. Thereafter, the power stored in the power storage device S is used as the required power and power. As a result, the remaining power storage amount stored in the power storage device S decreases.

[Times D to E]
After that, when the required power on the ship rises rapidly at time D, the remaining amount of charge of the power storage device S also decreases rapidly and becomes insufficient, so that the gas turbine GT is started and operated at the maximum output. While the power generated in the above is used again for the required power and power, the surplus is charged to the power storage device S. However, the remaining power stored in the power storage device S is minimum at time E because of the large amount of power used. The charge amount (SoCmin) is reached.

[Times E to F]
And, at time E, if the required power for propulsion is 50% of the maximum output and the required power on board is 10%, the power generated by the generator G driven by the gas turbine GT is used as the required power and power. The storage device S is charged.

[Time F ~]
When the power storage device S is fully charged at time F, the gas turbine GT is stopped. Thereafter, the power stored in the power storage device S is used as the required power and power. Thereby, the charge remaining amount stored in the power storage device S decreases.

  The above is a series of cycles, and control is performed so that the cycle for operating / stopping the gas turbine GT as described above is repeated according to the relationship between the required power for propulsion, the required power on the ship, and the remaining power storage capacity of the power storage device S. It is controlled by the device CU.

  As described above, according to the marine propulsion system 1, since the gas turbine GT is always operated at the maximum output in the high output region, the fuel consumption rate is reduced as the output is increased, and in the vicinity of the rated output. The gas turbine GT having the characteristics that provide the best fuel consumption rate is always operated with a low fuel consumption rate and good fuel consumption.

  Further, the electric power generated by the generator G driven by the gas turbine GT operated in a high power range where the fuel consumption rate is good is stored until a predetermined maximum charge amount corresponding to the power storage device S is reached, and the electric power is predetermined. The power stored in the power storage device S until it reaches the minimum charge amount can be used for power supply to the ship power supply SP and drive power to the propulsion motor M to efficiently use the power used in the ship. Therefore, it is possible to configure the marine vessel propulsion system 1 capable of efficient operation using the advantages of the gas turbine GT and the power storage device S.

  Moreover, even when the gas turbine GT and the generator G are brought to an emergency stop, the power stored in the power storage device S can be instantaneously supplied to both the propulsion power of the propulsion motor M and the inboard power supply SP. And reliability can be improved. Moreover, the gas turbine GT and the generator G can also be started immediately using stored electric power. Furthermore, since the gas turbine GT is operated in a high output range only while the generator G is driven, the total operation time of the gas turbine GT is shortened, and the maintenance cost of the gas turbine GT can be reduced.

  In the above-described marine propulsion system 1, when the total power demand of the ship including electric propulsion exceeds the power (capacity) that can be exhibited by the generator G, power is supplied from the power storage device S. It is also possible to supply more power than the capacity.

  Next, another embodiment will be described based on FIGS. Also in each embodiment in the following description, the gas turbine GT is always operated in a high output region with good fuel efficiency, and the electric power generated by the generator G corresponds to the above-described FIG. It is assumed that the control as shown in FIG. In the following embodiments, the same components as those in the first embodiment are denoted by the same single-digit numbers and description thereof is omitted.

  First, the marine propulsion system 11 of the second embodiment shown in FIG. 5 will be described. In this marine propulsion system 11, the power storage device S is connected to the electric wire 16 between the converter C and the inverter I of the power conversion device 14 in the first embodiment. That is, the power storage device S is provided in a direct current portion between the inverter I for alternating current (propulsion motor M side) and the converter C for direct current (power storage device S side).

  If comprised in this way, when the power storage device S is connected to the direct current portion between the converter C and the inverter I, the direct current becomes indispensable when the power storage device S is connected to an AC ship power system. The converter between the (power storage device S side) and the alternating current (inboard power supply SP side) can be omitted or simplified.

  Moreover, when the electric propulsion ship moves from forward to reverse, or from reverse to forward, the fixed-pitch propeller is turned and the propulsion motor M becomes a generator. The generated power at that time works in the direction of accelerating the generator, and there is a risk of causing disturbance factors such as the inboard power supply frequency and further overspeed of the generator G. It is necessary to provide a resistance (back power absorption device) between them to absorb the generated power.

  However, according to this marine propulsion system 11, the regenerative electric power when the propulsion motor M is rotated from the propeller 15 side and operates as a generator can be stored in the power storage device S as a direct current from the inverter I. This power storage device S can function as an efficient back power absorption device. Note that the power storage device S may be connected to the AC unit to function as a back power absorption device. In this case, it is preferable to connect the power storage device S to the upstream side (propeller side).

  Therefore, according to the marine propulsion system 11 of this embodiment, the fuel consumption is reduced by the operation of the gas turbine GT in the high output region, and the ship by the power storage device S that stores the electric power generated by the generator G driven by the gas turbine GT. In addition to the advantages of efficient operation and improved reliability of the power used in the electric propulsion, the power storage device S can be used instead of the back power absorption device that had to be provided separately in the electric propulsion, and the configuration A marine propulsion system that is simplified can be configured.

  In addition, since the power charged in the power storage device S when regenerative power is generated can be propelled and reused for onboard power, further reduction in fuel consumption can be achieved.

  Next, the marine propulsion system 21 according to the third embodiment shown in FIG. 6 will be described. This marine propulsion system 21 is provided with a plurality of power storage devices S in the first embodiment, and is distributed at a plurality of locations in the ship.

  Therefore, according to the marine propulsion system 21 of this embodiment, even if any of the power storage devices S fails, the remaining power storage device S that functions normally supplies power to both the propulsion power and the inboard power supply SP. The operation of the power used by the ship can be continued. In addition, since the effect by the structure same as the ship propulsion system 1 in the said 1st Embodiment is the same as the said 1st Embodiment, the description is abbreviate | omitted.

  Next, a marine propulsion system 31 according to a fourth embodiment shown in FIG. 7 will be described. This marine propulsion system 31 is different in the configuration of the power storage device S in the first embodiment. In general, power storage devices used in the power storage device S have a large capacity and poor followability to instantaneous load fluctuations, and those that can cope with large instantaneous load fluctuations tend to have small capacity. Therefore, the power storage device S of this embodiment has a large-capacity power storage S1 that has a large capacity but is difficult to cope with a sudden change in power demand, and a short-time instantaneous large-power output that has a small capacity. It is configured in multiple formats with possible types of small capacity power storage S2. A chargeable / dischargeable secondary battery is used as the large-capacity power storage S1, and the small-capacity power storage S2 is, for example, a flywheel power supply device that stores electrical energy as kinetic energy of the flywheel. Is used.

  Therefore, according to the marine propulsion system 31 of this embodiment, the instantaneous load fluctuation can be handled with good response by the electric power stored in the small-capacity power storage S2, and the continuous load fluctuation has a large capacity. The power storage device S is configured to cope with a sufficient capacity of power stored in the power storage S1 and to combine these with a large capacity and follow a large instantaneous load fluctuation.

  Moreover, according to this marine propulsion system 31, the preferred one of the electric power stored in the large-capacity power storage S1 and the small-capacity power storage S2 is selected flexibly with respect to the load fluctuation on the hull side. A possible power storage device S can be configured. In addition, since the effect by the structure same as the ship propulsion system 1 in the said 1st Embodiment is the same as the said 1st Embodiment, the description is abbreviate | omitted.

  Next, a marine propulsion system 41 according to a fifth embodiment shown in FIG. 8 will be described. The marine vessel propulsion system 41 is provided with a propeller drive reduction gear RG (also simply referred to as “reduction gear”) that is driven by the rotation shaft 42A of the gas turbine GT, and the rotation shaft 42B via the propeller drive reduction gear RG. Thus, the generator G is driven. The generator G can be connected / disconnected by a clutch CL provided on the rotating shaft 42B. When there is no need to drive the generator G, the clutch CL is disengaged.

  Moreover, the propeller 45 is driven by the reduction gear RG. The electric power generated by the generator G driven by the power extracted from the speed reducer RG is supplied to the inboard power supply SP via the power conversion device 44 provided in the electric wire 43 and stored in the power storage device S. Has been.

  Therefore, according to the marine propulsion system 41 of this embodiment, since the output of the gas turbine GT is supplied to the propeller 45 and the generator G via the reduction gear RG, the propeller 45 is a direct drive propulsion method (mechanical propulsion). Thus, as in the above-described embodiment, the transmission loss can be reduced as compared with the configuration in which the mechanical power of the gas turbine GT is converted into electric power by the generator G and then returned to the mechanical power by the propulsion motor M again.

  Moreover, even in the case of this marine propulsion system 41, the gas turbine GT is always operated at the maximum output in the high output range, so that the gas turbine GT is always operated with a low fuel consumption rate and good fuel consumption. The output of the gas turbine GT operated at the maximum output is used as the driving power of the propeller 45 by the propeller driving speed reducer RG and the driving power of the generator G. For example, if 30% of the gas turbine output is used for the driving power of the propeller 45, the generator G is driven at 70% of the gas turbine output, and 5% of the gas turbine output is used for the driving power of the propeller 45. For example, the generator G is driven at 95% of the gas turbine output. In addition, since the effect by the structure same as the ship propulsion system 1 in the said 1st Embodiment is the same as the said 1st Embodiment, the description is abbreviate | omitted.

  Next, a marine propulsion system 51 according to a sixth embodiment shown in FIG. 9 will be described. This marine propulsion system 51 is an embodiment in which a gas turbine GT has a drive system capable of selectively driving a reduction gear RG and a generator G either alone or simultaneously.

  In the gas turbine GT of this embodiment, an outer rotating shaft 52A that drives the speed reducer RG and an inner rotating shaft 52B that drives the generator G have a double shaft structure. A clutch CL1 is provided between the gas turbine GT and the reduction gear RG on the outer rotary shaft 52A that drives the reduction gear RG. The inner rotary shaft 52B that drives the generator G is provided with a clutch CL2 while passing through the reduction gear RG and reaching the generator G. These clutches CL1 and CL2 can connect / disconnect the outer rotating shaft 52A and the inner rotating shaft 52B, respectively.

  Therefore, according to the marine propulsion system 51 of this embodiment, the speed reducer RG can be driven by the outer rotating shaft 52A driven by the gas turbine GT, and the generator G can be simultaneously driven by the inner rotating shaft 52B.

  If the clutch CL1 of the outer rotary shaft 52A is disconnected, only the generator G can be driven independently by the inner rotary shaft 52B, and if the clutch CL2 of the inner rotary shaft 52B is disconnected, the speed reducer RG is driven by the outer rotary shaft 52A. Only the propeller 55 can be driven alone via the. As described above, the propeller drive reduction gear RG or the generator G can be driven by the gas turbine GT alone or simultaneously.

  Also, in this marine propulsion system 51, since the gas turbine GT is always operated at the maximum output in the high output region, the gas turbine GT is always operated with a low fuel consumption rate and good fuel consumption. When the berth is stopped, the outer rotary shaft 52A of the gas turbine GT that drives the reduction gear RG can be disconnected by the clutch CL1, and only the generator G can be driven by the gas turbine GT. Thereby, only power generation can be performed without turning the propeller 55 during berthing or the like. In addition, since the effect by the structure same as the ship propulsion system 41 in the said 5th Embodiment is the same as the said 5th Embodiment, the description is abbreviate | omitted.

  Next, a marine propulsion system 61 according to a seventh embodiment shown in FIG. 10 will be described. This marine propulsion system 61 has a generator G that is driven by the rotating shaft 62A of the gas turbine GT as in the first embodiment described above, and the electric power generated by the generator G is supplied from the electric wire 63 to the inboard power supply SP. Is supplied to the power storage device S and stored.

  The marine propulsion system 61 is provided with a propeller 65 driven by a reduction gear RG driven by a rotary shaft 62B of a prime mover (for example, a diesel engine) P, and a propulsion motor M that drives the reduction gear RG. ing. The propulsion motor M is configured such that the rotating shaft 62C is connected to the speed reducer RG and can be driven by the power generated by the generator G or the power stored in the power storage device S. In the case of this configuration, when the propeller 65 is driven by the prime mover P via the speed reducer RG, the clutch CL2 of the rotating shaft 62C is disconnected. Further, when the electric motor M drives the propeller 65 via the reduction gear RG, the clutch CL1 of the rotating shaft 62B is disconnected.

  Therefore, according to the marine propulsion system 61 of this embodiment, the propeller 65 can be driven by the prime mover P via the reduction gear RG and the propeller 65 can be driven by the electric motor M via the reduction gear RG. When the driving by P is stopped in an emergency, the electric motor M can be driven by the electric power generated by the generator G and the propeller 65 can be driven via the reduction gear RG. Moreover, when the operating generator G is in an emergency stop, the electric power storage device S immediately drives the propulsion 65 via the decelerator RG with the electric motor M while supplying the necessary propulsion and inboard power, and the operation is impossible. It is possible to navigate without becoming. Further, when high speed is required, the propeller 65 can be driven with greater power by adding the power of the motor M to the power of the prime mover P.

  In addition, since the gas turbine GT is always operated at the maximum output in the high output range, the gas turbine GT is always operated with good fuel efficiency with a small fuel consumption rate, and the ratio of the electric propulsion capacity to the propulsion power that drives the propeller 65. Can also be reduced. Therefore, the structure required for electric propulsion can be reduced in size, and the marine propulsion system 61 excellent in procurement cost of each device can be configured.

  Next, a marine propulsion system 71 according to an eighth embodiment shown in FIG. 11 will be described. In the marine propulsion system 71, the electric motor M that drives the reduction gear RG in the seventh embodiment is the electric motor / generator 77 having the function of the generator G driven by the reduction gear RG in addition to the function of the electric motor. ing. The description of the same configuration as that of the seventh embodiment is omitted. This embodiment also has a generator G that is driven by the rotating shaft 72A of the gas turbine GT, as in the first embodiment described above, and the electric power generated by this generator G is fed from the electric wire 73 to the inboard power supply SP. And supplied to the power storage device S for storage. In this embodiment, it is possible to provide a propulsion system that can be operated efficiently even if the prime mover P is a gas turbine.

  Therefore, according to the marine propulsion system 71 of this embodiment, the propeller 65 can be driven by the prime mover P via the reduction gear RG and the propeller 75 can be driven by the electric motor M via the reduction gear RG. When the driving by P is stopped in an emergency, the electric motor M can be driven by the electric power generated by the generator G and the propeller 75 can be driven via the reduction gear RG. Moreover, since the gas turbine GT is always operated at the maximum output in the high output region, the gas turbine GT is always operated with good fuel efficiency with a low fuel consumption rate, and the prime mover P or the gas turbine GT that is being operated is urgently stopped. In this case, the motor P or the gas turbine GT that is stopped can be started up while the power storage device S immediately supplies the necessary propulsion and ship power. Then, the power can be supplied to the power supply to the ship power supply and charged to the power storage device S, and the power used in the ship can be used efficiently. Further, by operating the electric motor / generator 77 as an electric motor, the propeller 65 can be driven via the speed reducer RG, and navigation can be performed without being disabled.

  Moreover, according to the marine propulsion system 71, when the total demand for the inboard power exceeds the power generation capacity (capacity) of the generator G driven by the gas turbine GT, the electric motor driven by the reduction gear RG. Electricity exceeding the capacity of the generator G can be supplied by generating electric power using the cum generator 77 and feeding the electric power. In addition, since the effect by the structure same as the ship propulsion system 61 in the said 7th Embodiment is the same as the said 7th Embodiment, the description is abbreviate | omitted.

  Next, a marine propulsion system 81 according to a ninth embodiment shown in FIG. 12 will be described. In this marine propulsion system 81, the motor / generator 77 that is driven by the prime mover P of the eighth embodiment via the speed reducer RG is the second power generator G2 that is driven by the speed reducer RG. Moreover, in this embodiment, it has the 1st generator G1 driven with the rotating shaft 82A of gas turbine GT similarly to 1st Embodiment mentioned above, and the electric power generated with this 1st generator G1 is the electric wire 83. Is supplied to the in-board power supply SP and supplied to the power storage device S for storage. The power storage device S also stores the power generated by the second generator G2. In this embodiment as well, it is possible to provide a propulsion system that can be operated efficiently even if the prime mover P that drives the reduction gear RG is a gas turbine.

  In this embodiment, the electric power 88 is provided on the electric wire 88 branched from the electric wire 83, and the propulsion motor M and the second propeller 89 rotated by the propulsion motor M are provided. The second propeller 89 is rotated by driving the propulsion motor M with the power generated by the first generator G1 and the second generator G2 and the power stored in the power storage device S.

  Therefore, according to the marine propulsion system 81 of this embodiment, in addition to the first propeller 85 driven by the reduction gear RG, a twin-screw ship propelled by the second propeller 89 (propulsion device) driven by the propulsion motor M is used. It can be applied, and by having two propellers 85 and 89 for both mechanical propulsion drive and electric propulsion drive, even if the shaft or propeller of one propeller 85 or 89 is damaged, it becomes impossible to operate, etc. It is possible to navigate without.

  Moreover, according to the marine propulsion system 81, the prime mover P or the gas turbine GT can always be operated at the highest output in the high output range, so the prime mover P or the gas turbine GT is always operated with a low fuel consumption rate and good fuel consumption. At the same time, the electric power generated by the first generator G1 and the second generator G2 can be used by supplying the propulsion power of the propulsion motor M and the inboard power. Moreover, even if one generator breaks down, the operation of the power used in the ship can be continued using the power generated by the other generator.

  In addition, when the total power demand on board including electric propulsion exceeds the power (capacity) that can be generated by the first generator G1, large power is required, and the power generated by the second generator G2 and power storage By feeding the power stored in the device S, it is possible to supply more power than the capacity of the first generator G1. Further, when the in-board power supply SP that is normally used is smaller than the maximum power, the capacity of the first generator G1 or the second generator G2 may be suppressed to reduce the equipment cost. In addition, since the effect by the structure same as the ship propulsion system 61 in the said 7th Embodiment is the same as the said 7th Embodiment, the description is abbreviate | omitted.

  Next, a marine vessel propulsion system 91 according to the tenth embodiment shown in FIG. 13 will be described. In this marine propulsion system 91, the propulsion motor M and the second propeller 99 in the ninth embodiment shown in FIG. 12 are opposed to the second propeller 99 on the rear side in the axial direction of the first propeller 95 driven by the speed reducer RG. This is an example in which the propulsion device is configured in a pod type of counter-rotating type arranged. The same components as those shown in FIG. 12 are denoted by the same reference numerals and a description thereof is omitted.

  In this embodiment, the second propeller 99 driven by the propulsion motor M is a pod-type propeller, and the second propeller 99 is disposed so as to face the rear in the axial direction of the first propeller 95 driven by the reduction gear RG. doing. The second propeller 99 of the pod type propeller rotates in the direction opposite to the rotation direction of the first propeller 95 when viewed from the stern side, and has a double reversal type. Since other configurations are the same as those of the ninth embodiment, description thereof is omitted. Also in this embodiment, it is possible to provide a propulsion system that can be operated efficiently even if the prime mover P is a gas turbine.

  Therefore, according to the marine propulsion system 91 of this embodiment, it is assumed that the shaft or propeller of one propeller 95 or 99 is damaged by having the two propellers 95 and 99 for both mechanical propulsion drive and electric propulsion drive. However, it is possible to navigate without being disabled. Moreover, the propulsion efficiency can be improved by inverting the two propellers 95 and 99.

  In addition, the effect by the structure same as the ship propulsion system 61 in the said 7th Embodiment is the same as the said 7th Embodiment, and the effect by the structure same as the ship propulsion system 81 in the said 9th Embodiment is the above-mentioned. Since it is the same as 9 embodiment, the description is abbreviate | omitted.

  Further, in the second to tenth embodiments, a time chart including all the configurations in the individual embodiments is not described, but the operation control of the gas turbine GT is performed in the first embodiment shown in FIGS. Based on the form control, the gas turbine GT is always operated in a high power range. In the embodiment including a configuration different from the configuration shown in FIG. 1, the gas turbine GT is operated in a high output range in consideration of the operating conditions of the configuration, and the gas is stored in accordance with the stored power amount of the power storage device S. The turbine GT is controlled to operate in a high power range.

  In addition, each structure in the said embodiment is an example, You may combine multiple structures in each embodiment, and it is not limited to the said embodiment.

  Furthermore, the above-described embodiment shows an example, and various modifications can be made without departing from the gist of the present invention, and the present invention is not limited to the above-described embodiment.

  The marine propulsion system according to the present invention can be used for a ship that is desired to be mounted by taking advantage of the advantages of a gas turbine, such as small size, light weight, compactness, low vibration, and excellent starting characteristics / acceleration / deceleration performance.

1 Marine propulsion system
2 Rotating shaft
3 Electric wires
4 Power converter
DESCRIPTION OF SYMBOLS 5 Propeller 11 Marine propulsion system 12 Rotating shaft 13 Electric wire 14 Power converter 15 Propeller 16 Electric wire 21 Marine propulsion system 22 Rotating shaft 23 Electric wire 24 Power converter 25 Propeller 31 Marine propulsion system 32 Rotating shaft 33 Electric wire 34 Power converter 35 Propeller 41 Marine propulsion system 42A Rotating shaft 42B Rotating shaft 43 Electric wire 44 Power converter 45 Propeller 51 Marine propulsion system 52A Outer rotating shaft 52B Inner rotating shaft 53 Electric wire 54 Power converter 55 Propeller 61 Marine propulsion system 62A Rotating shaft 62B Rotating shaft 62C Rotating shaft 63 Electric wire 64 Power converter 65 Propeller 71 Marine propulsion system 72A Rotating shaft 72B Rotating shaft 72C Rotating shaft 73 Electric wire 74 Power converter 75 Propeller 77 Electric motor / generator 81 Marine propulsion system 2A Rotating shaft 82B Rotating shaft 82C Rotating shaft 83 Electric wire 84 Power converter 85 First propeller 88 Electric wire 89 Second propeller 91 Marine propulsion system 92A Rotating shaft 92B Rotating shaft 92C Rotating shaft 93 Electric wire 94 Power converter 95 First propeller 98 Electric wire 99 2nd propeller GT gas turbine
G generator (alternator)
G1 first generator (alternator)
G2 Second generator (alternator)
C converter
I Inverter
S Power storage device SP Inboard power supply
M propulsion motor CU controller
P prime mover CL clutch RG Propeller drive reduction gear AC AC DC DC

Claims (13)

A gas turbine that drives the generator, a power storage device that stores the power generated by the generator, and a control device that controls each device,
The control device always operates the gas turbine in a high output range to drive the generator, and supplies the generated power as power to the ship power supply and charging power to the power storage device. When the storage device reaches a predetermined maximum charge amount, the gas turbine is stopped, and after the gas turbine is stopped, the stored power is supplied from the power storage device to an onboard power source, and the power storage device reaches a predetermined minimum charge amount. A marine propulsion system configured to repeat a cycle of returning to a power generation state in which the gas turbine is operated in a high power range and drives the generator when reaching. A conversion device that converts electric power generated by the generator into propulsion device drive power, and a propulsion motor that drives a propeller with the electric power converted by the conversion device,
The control device supplies power generated by a generator during operation of the gas turbine as power supply to an onboard power source, charging to the power storage device and driving power to the propulsion motor, and after stopping the gas turbine, The marine propulsion system according to claim 1, wherein the marine propulsion system is configured to supply the stored electric power from an electric power storage device to an inboard power supply and as driving electric power to the propulsion motor.   The power storage device is composed of a plurality of types of power storage units that combine a large capacity power storage capable of storing a large amount of power and a small capacity power storage capable of instantaneous large power output. Item 3. A marine propulsion system according to item 1 or 2. A propeller drive speed reducer for driving the propeller;
4. The marine vessel according to claim 2, wherein the propeller driving speed reducer is configured to be driven by a propulsion motor driven by electric power generated by a generator driven by the gas turbine or electric power of the power storage device. 5. Propulsion system. A propeller drive speed reducer driven by a prime mover, and a propulsion motor driving the propeller drive speed reducer,
The marine propulsion system according to claim 2 or 3, wherein the prime mover and the propulsion motor are configured to be able to drive the propeller drive speed reducer alone or simultaneously. The propulsion motor has a regenerative function that operates as a generator by being driven from the propeller side,
The marine propulsion system according to claim 2, wherein the electric power generated by the propulsion motor is configured to be able to supply power to an inboard power source and charge an electric power storage device. A first generator driven by the gas turbine, and a second generator driven by the propeller drive reducer,
When the first generator driven by the gas turbine stops in an emergency, the control device starts the stopped second generator while supplying necessary propulsion and inboard power from the power storage device. The marine propulsion system according to any one of claims 4 to 6, wherein the marine propulsion system is configured as follows. In addition to the propeller driven by the propeller drive speed reducer, the propeller driven by the propulsion motor,
The marine vessel according to any one of claims 4 to 7, wherein the propeller driven by the propulsion motor is configured as a biaxial propulsion device arranged in parallel with a propeller driven by the propeller drive speed reducer. Propulsion system. In addition to the propeller driven by the propeller drive speed reducer, the propeller driven by the propulsion motor,
The propeller driven by the propulsion motor is configured as a pod-type propulsion device that is disposed so as to oppose the propeller that is driven by the propeller drive speed reducer in the axial direction. The marine propulsion system according to item. The converter includes a converter and an inverter,
The marine propulsion system according to any one of claims 2 to 9, wherein the power storage device is connected to a direct current portion between the converter and the inverter. A propeller drive speed reducer for driving the propeller;
The marine propulsion system according to claim 1, wherein the gas turbine is configured to drive the generator via the propeller drive speed reducer. A propeller drive speed reducer for driving the propeller;
The gas turbine has a drive system that selectively drives the propeller drive speed reducer and the generator,
The marine propulsion system according to claim 1, wherein the drive system is configured to be able to drive only the generator by separating the drive system of the propeller drive speed reducer. The power storage devices are distributed and arranged at a plurality of locations on the ship,
The control device according to any one of claims 1 to 12, wherein when any of the power storage devices fails, the control device is configured to continue power supply with another non-failed power storage device. The marine propulsion system described.

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