JP2019018820A - Hybrid propulsion type vessel - Google Patents

Abstract

To provide a hybrid propulsion type vessel with a high energy saving effect capable of controlling so that energy used for propulsion is capable of being suitably chosen between a main engine and an auxiliary engine according to various operation situations and electric power generated by the auxiliary engine and outside supply electric power are capable of being suitably used.SOLUTION: A main engine 1 is composed to drive propulsion means 3 and a shaft generator of an auxiliary engine, an auxiliary engine 4 is composed to be capable of imparting propulsion force to the propulsion means by rotating a propulsion electric motor by electric power supplied by power storage means 7 and generating power by rotating the shaft generator by energy from the main engine, the storage means is composed to store electric power generated by the shaft generator of the auxiliary means and electric power supplied by a land power source and to supply electric power to the propulsion electric motor of the auxiliary means and inside a vessel including the main engine, the auxiliary engine which is a propulsion electric motor as well as a shaft generator, the power storage means, and the propulsion means for propelling a hull.SELECTED DRAWING: Figure 1

Description

  The present invention appropriately uses the energy used for propulsion in the main engine and the auxiliary engine (propulsion motor / shaft generator) according to the operational status and supplies electric power in the auxiliary engine or the ship using the power storage means. The present invention relates to a hybrid propulsion type ship that has a high energy-saving effect.

  Ships have higher energy savings and lower carbon dioxide emission performance than other transportation modes, and although a modal shift to domestic shipping for domestic freight transportation is recommended on a national scale, there is still little movement. . In order to promote a modal shift, there is a wide demand for highly economical ships that can reduce environmental burdens and transportation costs.

  In addition, the influence of the recent declining birthrate and aging population has greatly influenced the shortage of coastal seafarers, and as one of the solutions, innovative technologies and new technologies are used to provide highly energy-saving operation capabilities. Ship is expected to appear in the coastal ship field.

  Conventionally, various methods have been proposed as a method for improving the energy efficiency of a ship and a method for optimizing operation management.

  For example, Patent Document 1 proposes a ship propulsion device that enables low-speed propulsion without a main engine by interposing a shaft-driven generator capable of generating and driving between the main engine and a propeller shaft. ing. Moreover, in patent document 2, in order to perform operation management for performing scheduled operation automatically, the ship operation management apparatus provided with the plan operation pattern preparation part, the operation time evaluation part, and the operation energy evaluation part is proposed. .

  However, the shaft-driven generator of the device of Patent Document 1 is such that it can propel the ship in an emergency evacuation manner when the main engine is inoperable. The use of is not considered. In addition, the device of Patent Document 2 only automatically determines a ship speed necessary for performing a scheduled operation in consideration of various disturbances, and appropriately uses it properly between the main engine and the auxiliary engine. It is not a suggestion. In any case, both patent documents appropriately configure the main engine, auxiliary engine and other power supply devices to save energy on ship propulsion and power supply according to operational conditions such as regular voyages, short-distance voyages, and berths. No specific proposals have been made regarding appropriate control from the point of view.

  Patent Document 3 further includes a main engine, auxiliary drive means, power generation means, power storage means, and energy balance plan planning means, and further, charging from the power generation means to the power storage means based on the energy balance plan, and auxiliary drive from the power storage means. There has been proposed a marine hybrid operation system provided with power storage control means for controlling discharge to auxiliary drive means so as to leave electric power necessary for discharge to means and cargo handling after berthing.

  However, the system of Patent Document 3 is intended to optimize the energy supply / demand balance after the ship reaches the destination so that the electric power necessary for cargo handling after berthing remains, and during regular voyages, No specific proposals have been made for appropriately controlling the propulsion and power supply of the ship from the viewpoint of energy saving in accordance with various operational conditions such as short-distance low-speed voyage in the bay and at anchorage.

JP 2004-359112 A JP 2001-291200 A Japanese Patent No. 6044492

  The present invention was devised in view of the current state of the prior art, and its purpose is to appropriately use the energy used for propulsion between the main engine and the auxiliary engine according to various operational situations, and to generate electric power at the auxiliary engine. Another object of the present invention is to provide a hybrid propulsion-type ship with high energy-saving effect that can be controlled so as to make effective use of electric power and externally supplied power.

  As a result of intensive studies to achieve the above object, the present inventor has provided a main engine, an auxiliary engine that is a propulsion motor / shaft generator, a power storage means, and a propulsion means on a ship. The engine is configured to supply energy to the propulsion means and / or the shaft generator of the auxiliary engine, and the auxiliary engine supplies energy to the propulsion means as a propulsion motor by electric power from the power storage means, or by energy from the main engine. The power generator is configured to generate power as a shaft generator, and the power storage means stores the power generated by the shaft generator of the auxiliary means or the power supplied from the onshore power supply, or supplies power to the propulsion motor of the auxiliary means or the ship. It is found that the energy-saving effect can be maximized in various operational situations such as during regular voyage, during low-speed voyage, and when anchoring, by configuring so as to achieve the present invention. It has been accomplished.

The present invention has been completed based on the above findings, and has the following configurations (1) to (9).
(1) A ship including a main engine, an auxiliary engine that is a propulsion motor / shaft generator, power storage means, and propulsion means for propelling the hull,
The main engine is configured to give propulsive force to the propulsion means and to rotate the auxiliary engine shaft generator,
The auxiliary engine is configured to rotate the propulsion motor with electric power supplied from the power storage means to give propulsive force to the propulsion means, and to rotate the shaft generator with energy from the main engine to generate electric power. ,
The electric storage means is configured to store electric power generated by the shaft generator of the auxiliary means and electric power supplied from the onshore power source, and to supply electric power to the propulsion motor of the auxiliary means and the ship. A hybrid propulsion ship characterized by this.
(2) During normal voyage, the main engine is controlled so as to give propulsive force to the propulsion means, rotate the shaft generator of the auxiliary engine to generate electric power, and store the generated electric power in the electric storage means. The hybrid propulsion-type ship according to (1) or (2), characterized in that it can be used.
(3) The main engine is not used, and the propulsion motor of the auxiliary engine can be controlled to be driven by the electric power supplied from the power storage means, thereby giving a propulsive force to the propulsion means (1) ) Or the hybrid propulsion ship described in (2).
(4) In any one of (1) to (3), the main engine and the auxiliary engine are not used at the time of berthing, and the power storage means can be controlled so as to supply electric power in the ship. Hybrid propulsion ship.
(5) At the time of berthing, electric power can be supplied into the ship by an onshore power source and / or electric power can be stored in an electric storage means by an onshore power source, according to any one of (1) to (4) Hybrid propulsion ship.
(6) The propulsion means uses a variable pitch propeller, and is thereby configured such that the boat speed can be adjusted while maintaining the rotation speed of the propeller constant. (5) The hybrid propulsion-type ship according to any one of (5).
(7) The hybrid propulsion ship according to any one of (1) to (6), wherein the main engine is an internal combustion engine.
(8) The hybrid propulsion ship according to any one of (1) to (7), wherein the power storage means uses a storage battery.
(9) The hybrid propulsion-type ship according to any one of (1) to (8), wherein the ship is a coastal ship.

  The hybrid propulsion type ship of the present invention is driven by the auxiliary engine driven by the main engine during the regular voyage and generated by the auxiliary engine and stored in the power storage means, and during the low-speed voyage by the auxiliary engine driven exclusively by the power from the power storage means. Since the ship is propelled and it is configured to be able to supply the ship's power from the electricity storage means when it is anchored, the overall fuel consumption of the ship as a whole can be greatly reduced, resulting in an extremely energy-saving effect. high.

FIG. 1 is a schematic view of a basic configuration of a hybrid propulsion ship of the present invention. FIG. 2 is a schematic diagram for explaining the control system of the hybrid propulsion ship according to the present invention during regular voyage. FIG. 3 is a schematic diagram for explaining the control system of the hybrid propulsion ship according to the present invention during low-speed voyage. FIG. 4 is a schematic diagram for explaining the control system of the hybrid propulsion ship according to the present invention at the time of berthing.

  Hereinafter, the hybrid propulsion-type ship of the present invention will be described with reference to the drawings, but the present invention is not limited to these.

  The hybrid propulsion ship according to the present invention can be applied to various ships regardless of the size and type of the ship. From the viewpoint of realistic feasibility, the coastal ship (total tonnage of 100T or more, particularly, 100T or more and less than 5000T) ( In particular, it is preferable to target a domestic cargo ship).

  The output of the main engine with respect to the required ship speed at the time of operation of a coastal vessel is largely affected by weather and sea conditions, and therefore generally varies greatly depending on the situation. In addition, because the required ship speed varies depending on the operation plan, the main engine is usually selected in consideration of the maximum ship speed and maximum output in the operation plan. On the other hand, although it is a small number, there are cases in which a small main engine is installed in an adverse condition such as meteorological sea conditions, etc. with the intention of giving up and evacuating voyages that meet the required ship speed. In any case, since the required output easily changes depending on the operation status, the fuel consumption has a relatively large fluctuation.

  The hybrid propulsion type ship according to the present invention uses two different propulsion engines, ie, a main engine (for example, a diesel engine) and an auxiliary engine (propulsion motor) as propulsive forces, and is high in consideration of the characteristics of the above-mentioned coastal vessel. It shows energy saving effect. Hereinafter, an example of a basic configuration of the hybrid propulsion type ship of the present invention and an example of a control system at the time of regular voyage, low speed voyage, and anchoring will be described.

(Basic configuration of hybrid propulsion ship)
FIG. 1 is a schematic explanatory diagram of a basic configuration of a hybrid propulsion ship of the present invention. In FIG. 1, in order to mainly explain the flow of energy between the components, a schematic diagram is shown with the main components gathered at the stern.

  In FIG. 1, reference numeral 1 denotes a main engine, which is generally an internal combustion engine having a high driving force, such as a diesel engine or an LNG engine. The main engine 1 can give a propulsive force to the propulsion means 3 (for example, a propeller) of the ship through the clutch 2. Furthermore, the main engine 1 can give rotational energy to the auxiliary engine 4 via the clutch 2 in addition to giving the propulsion force to the propulsion means 3 and can generate electric power as a shaft generator.

  The clutch 2 and the propulsion means 3 are not particularly limited, and those conventionally used for ships can be appropriately employed. The propulsion means 3 uses, for example, a propeller, and in particular, uses a variable pitch propeller that can easily obtain the speed required for fine speed, stop, and reverse from full speed by controlling the wing angle (propeller pitch) of the propeller. Is preferred.

  As described above, the auxiliary engine 4 can also function as a propulsion motor for applying a propulsive force to the ship propulsion means 3 in addition to functioning as a shaft generator. When the auxiliary engine 4 functions as a shaft generator by the energy obtained from the main engine 1, the generated electricity is rectified via the inverter 5, sent to the power storage means 7 via the main switchboard 6, and stored. Or can be supplied as onboard power. When the auxiliary engine 4 functions as a propulsion motor by the energy obtained from the power storage means 7, the auxiliary engine 4 can give a propulsive force to the propulsion means 3 instead of the main engine 1.

  When the auxiliary engine 4 is not used as a propulsion motor, the auxiliary engine 4 is used as a shaft generator by receiving energy as required from the main engine 1. By applying the energy load of the required power to the main engine 1 and using the auxiliary engine 4 as a shaft generator, the required energy (electric power) in the ship can be supplied by the main engine alone. As a result, the load factor of the main engine during regular voyage can be improved, and fuel consumption can be reduced as a whole. In addition, when a slow voyage is required, the load factor of the main engine can be maintained relatively high, so that the lower limit of the deceleration operation is widened, and further fuel-saving operation is possible. The shaft generator used in the auxiliary engine 4 has a feature that it is excellent in energy saving effect as compared with a high-speed generator generally used in a ship, so that a sufficient energy saving effect can be expected even in a single device. In low-speed voyages, it is possible to make an independent voyage as a propulsion motor of the auxiliary engine 4 using the energy stored in the power storage means 7 during regular voyages. When the main engine 1 is not used and the propulsion motor of the auxiliary engine 4 is operated alone, it is possible to improve the inboard environment by reducing vibration and noise, and to speed up the operation at a very low speed in the harbor.

  The power storage means 7 is a battery that can repeatedly store electricity by being charged, not just once, and can be used by repeatedly taking out electricity. For example, a lead storage battery, a lithium ion secondary battery, a lithium ion A conventionally known storage battery such as a lithium ion storage battery such as a polymer secondary battery, a nickel hydride storage battery, or a nickel cadmium storage battery can be used. In the present invention, it is preferable to use a lithium ion storage battery as the power storage means 7 because of the amount of power stored per weight. The power storage means 7 can store electricity generated as a shaft generator of the auxiliary engine 4, and the propulsion motor of the auxiliary engine 4 can function effectively as a propulsion power of the ship, or has a capacity capable of supplying electricity as ship power. The capacity is preferably 1000 kW to 100,000 kW.

(Control system for regular voyage)
FIG. 2 is a schematic explanatory diagram of a control system during regular voyage of the hybrid propulsion ship of the present invention. In FIG. 2, the energy flow is indicated by arrows. In regular voyages, the main engine 1 is generally operated at 50% or more of its maximum output, and the main engine 1 gives its energy to the propulsion means 3 through the clutch 2 by operation and uses the energy of the main engine 1. Then, the shaft generator of the auxiliary engine 4 is rotated. The energy generated by the shaft generator can be supplied as inboard power via the inverter 5 and the main switchboard 6, and the power can be supplied to the power storage means 7 as necessary to perform power storage.

  In the case of a general coastal cargo ship, the main engine 1 is generally used for the propulsion of the ship, and two or three internal combustion engines for power generation are generally used separately for power generation. Since the necessary energy supply source can be concentrated on one main engine, the internal combustion engine for power generation installed in the ship can be minimized, and the operation time of the internal combustion engine for power generation can be greatly reduced. Can do. Therefore, the inhabited environment such as the reduction of the required power in the ship due to the decrease in operating energy of the auxiliary equipment such as pumps and cleaners, the reduction of the maintenance cost due to the reduction of the total operation time, the reduction of the crew labor, the low vibration and low noise effect, etc. Various effects such as improvement can be enjoyed.

(Control system for low-speed navigation)
FIG. 3 is a schematic explanatory diagram of a control system during low-speed voyage of the hybrid propulsion type ship of the present invention. Also in FIG. 3, the flow of energy is indicated by arrows. A low-speed voyage is a voyage with a speed of 10 knots or less, and further about 3 to 10 knots. Low-speed voyage is generally carried out in short-distance voyages such as in a harbor or bay. Basically, the main engine 1 is not used, and the propulsion motor of the auxiliary engine 4 is driven by the electric power supplied from the power storage means 7, and its energy Is given to the propulsion means 3 through the clutch 2 to obtain the propulsive force of the ship. At the same time, the power storage means 7 can supply necessary power to the ship.

  This control system uses the energy stored in the main engine 1 during regular voyages, so it has a very high energy saving effect, and also reduces the crew labor, low vibration and low noise effects. Improvement of environment, increase in maneuverability and safety due to quick switching of slow speed forward and backward, which is a characteristic of propulsion motors, reduction of operation time of main engine and power generation engine, parts cost, lubricant consumption, repair cost, etc. Combined cost reduction effect is also high.

(Control system at berth)
FIG. 4 is a schematic explanatory diagram of the control system when the hybrid propulsion type ship of the present invention is anchored. Also in FIG. 4, the flow of energy is indicated by arrows. At the time of berthing, neither the main engine 1 nor the auxiliary engine 4 is used, and the power storage means 7 can supply electric power in the ship. Further, at the time of berthing, electric power can be supplied to the ship by an on-shore power source (not shown) and / or electric power can be stored in the electric storage means 7 by an on-shore power source.

  The hybrid propulsion type ship according to the present invention can achieve extremely high energy saving, cost saving, reduction of seafarer labor load, improvement of inboard environment, etc. by performing control according to various operational situations. It is extremely useful in cargo transportation.

1 Main engine 2 Clutch 3 Propulsion means 4 Auxiliary engine 5 Inverter 6 Main switchboard 7 Power storage means

This invention is completed based on said knowledge, and has the structure of the following (1)-( 4 ).
(1) A total tonnage of 100 T or more and less than 5000 T , including a main engine, an auxiliary engine that is a propulsion motor / shaft generator, power storage means comprising a storage battery with a capacity of 1000 kW to 100,000 kW, and propulsion means for propelling the hull A coastal ship ,
The main engine is configured to be able to give propulsive force to the propulsion means via the clutch , and to rotate the shaft generator of the auxiliary engine via the clutch ,
The auxiliary engine is configured to rotate the propulsion motor with electric power supplied from the power storage means to give propulsive force to the propulsion means, and to rotate the shaft generator with energy from the main engine to generate electric power. ,
The electric storage means is configured to store electric power generated by the shaft generator of the auxiliary means and electric power supplied from the onshore power source, and to supply electric power to the propulsion motor of the auxiliary means and the ship. that,
During normal voyage, the main engine can be controlled to give propulsive force to the propulsion means and to generate power by rotating the shaft generator of the auxiliary engine, and to store the generated electric power in the electric storage means,
During low-speed voyage of 10 knots or less, the main engine is not used, and the propulsion motor of the auxiliary engine can be controlled by the electric power supplied from the power storage means, thereby controlling the propulsion means to provide propulsion. ,
A hybrid propulsion-type ship characterized in that the main engine and the auxiliary engine are not used at the time of berthing, and the power storage means can be controlled to supply power in the ship.
( 2 ) The hybrid propulsion type ship according to ( 1), wherein at the time of berthing, electric power can be supplied to the ship by an onshore power source and / or electric power can be stored in an electric storage means by an onshore power source.
( 3 ) The propulsion means uses a variable pitch propeller, and is thereby configured to be able to adjust the ship speed while maintaining the rotation speed of the propeller constant (1) or (2) The hybrid propulsion-type ship according to (2) .
( 4 ) The hybrid propulsion vessel according to any one of (1) to ( 3 ), wherein the main engine is an internal combustion engine.

Claims (9)

A ship including a main engine, an auxiliary engine that is a propulsion motor and shaft generator, a power storage means, and a propulsion means for propelling the hull,
The main engine is configured to give propulsive force to the propulsion means and to rotate the auxiliary engine shaft generator,
The auxiliary engine is configured to rotate the propulsion motor with electric power supplied from the power storage means to give propulsive force to the propulsion means, and to rotate the shaft generator with energy from the main engine to generate electric power. ,
The electric storage means is configured to store electric power generated by the shaft generator of the auxiliary means and electric power supplied from the onshore power source, and to supply electric power to the propulsion motor of the auxiliary means and the ship. A hybrid propulsion ship characterized by this.   During normal voyage, the main engine can be controlled to apply propulsive force to the propulsion means, rotate the shaft generator of the auxiliary engine to generate electric power, and store the generated electric power in the electric storage means. The hybrid propulsion ship according to claim 1 or 2.   3. The main engine is not used, and the propulsion motor of the auxiliary engine is operated by electric power supplied from the power storage means, and can thereby be controlled to give a propulsive force to the propulsion means. The hybrid propulsion ship described in 1.   The hybrid propulsion type ship according to any one of claims 1 to 3, wherein the main engine and the auxiliary engine are not used at the time of berthing, and the power storage means can be controlled to supply power in the ship. .   The hybrid propulsion type ship according to any one of claims 1 to 4, wherein at the time of berthing, electric power can be supplied to the ship by an onshore power source and / or electric power can be stored in an electric storage means by an onshore power source. .   6. The propulsion means uses a variable pitch propeller, and is thereby configured to be able to adjust the boat speed while maintaining the rotation speed of the propeller constant. The hybrid propulsion ship described in Crab.   The hybrid propulsion vessel according to any one of claims 1 to 6, wherein the main engine is an internal combustion engine.   The hybrid propulsion ship according to any one of claims 1 to 7, wherein the storage means uses a storage battery.   9. The hybrid propulsion-type ship according to claim 1, wherein the ship is a coastal ship.