JP2019073141A - Control method for vessel propulsion system, control device for vessel propulsion system, and vessel provided with control device - Google Patents

Abstract

To provide a vessel propulsion system for reducing a passing electric power amount, having capacity of an electric power conversion apparatus smaller and a control method for the same.SOLUTION: A vessel control system includes: a first power supply step by a first generator 32 to inboard power load; a second power supply step for supplying power to the inboard power load through a first power conversion apparatus 61 and a second power conversion apparatus 62 by a second generator 12; a first load shift step for shifting one portion of the inboard power load from the first generator to the second generator; an electric motor drive step for driving an electric motor 53 through the first power conversion apparatus and a third power conversion apparatus 63 from the second generator; a first propulsion energizing step for increasing a propulsion energizing amount of the electric motor by increasing a supply amount of power by the second generator to a threshold; a second load shift step for shifting inboard electric power load from a first generator to a third generator by generating power by starting the third generator; and a second propulsion energizing step for increasing a propulsion energizing amount of the electric generator by increasing the supplied amount of electric power from the third generator.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control method of a ship propulsion system including a motor for propelling and driving a propeller for propulsion of a ship, a control device of the ship propulsion system, and a ship including the control device.

  In the prior art, for example, “in a ship propulsion system in which a main machine with a supercharger and a propeller are connected by a propelling shaft, and a propelling and adding motor is provided on the propelling shaft, surplus exhaust energy is supplied to the supercharger of the main machine. A generator that recovers and generates power is connected directly, and the power generated by the generator is supplied to the propulsion and addition motor via a frequency converter, and the power generated by the generator is independent of the inboard power system. Therefore, the power generated by the generator can be immediately converted to the desired frequency of the main machine by the frequency converter and can be propelled forward, and there is no need for multiple speed reducers, the space for equipment installation can be reduced, and the degree of freedom in equipment arrangement The improvement and the reduction of the maintenance cost can be achieved together with the increase of the loading amount of the cargo etc.) has been proposed (for example, see Patent Document 1).

JP, 2009-255636, A

In a ship, 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 collected electric energy for the load and propulsion of the ship. ing.
The technology described in Patent Document 1 uses the generated electric power for the on-board electric power load because the electric power generated by recovering the exhaust energy of the main engine is generated independently from the inboard electric power system (inboard bus). There is a problem that you can not do it.

  On the other hand, when the ship recovers the exhaust energy of the main engine and uses the generated power for the power load and propulsion power of the ship, it converts the generated power to a voltage and frequency suitable for the ship's AC bus. In some cases, a power converter may be required. In addition, the ship needs a power conversion device for converting the power from the inboard AC bus into a voltage and a frequency compatible with the motor for propelling and energizing.

  In such a configuration, when it is intended to maximize the use of the power obtained by power generation, a case occurs in which the generated power is supplied from the DC side to the AC side or from the AC side to the DC side. Therefore, as the amount of power passing between the DC side and the AC side increases, it is necessary to increase the capacity of the power conversion device existing between the DC side and the AC side. The reason why the capacity of the power conversion device existing between the DC side and the AC side is increased is that the amount of power flowing through the power conversion device may be temporarily increased at system startup. However, if the capacity of the power conversion device is determined by the temporary amount of power at the time of system startup, the energy saving effect of the ship will be reduced since the operation is inefficient at the time of normal operation after system startup.

  The present invention has been made to solve the problems as described above, and uses an AC-DC mixed type that uses the power generated by recovering the exhaust energy of the main engine for the power load and propulsion power of the ship. Control method of ship propulsion system for reducing the capacity of the power conversion device existing between DC side and AC side in waste heat recovery and propulsion and application system having a busbar, control system of ship propulsion system, and control thereof It is intended to obtain a ship equipped with the device.

  A control method of a ship propulsion system according to the present invention includes a master driving a propeller for propulsion of a ship, a first generator used to drive the master and supplying electric power to an in-plane alternating current bus, and exhaust energy of the master. 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 in-plane AC bus, and the AC power output from the second generator A first power converter for converting into electric power, a DC bus portion to which DC power of the first power converter is supplied, and a connection between the DC bus portion and the inboard AC bus, the DC power of the DC bus portion being AC A second power conversion device that converts electric power into electric power and converts AC power of an inboard AC bus into DC power, and a DC bus portion, and third power conversion that converts DC power supplied to the DC bus into AC power Output from the device and the third power converter An electric motor driven by AC power and propelling and driving a propeller for propulsion is disposed, and an in-board AC bus is disposed, and is connected to the second generator via the first generator, the third generator, and the second power converter. A power distribution board, the first generator is driven, the second generator, the third generator, and the motor are stopped, the first generator generates power, and power is supplied to the inboard power load; A second power supply process for supplying power to the inboard power load via the first power converter and the second power converter by generating a power by activating the second power generator; A first load for transferring part of the inboard power load 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; Transition step, and from the second generator, the first power converter and the third power converter The electric motor driving step of supplying electric power through the motor to start and drive the electric motor, and increasing the amount of electric power supplied by the second generator until reaching the threshold value, and increasing the amount of propulsion energization of the electric motor In the process, the third generator is activated to generate power, the amount of power supplied by the third generator is increased, the amount of power supplied by the first generator is decreased, and the inboard power load is generated from the first generator. It has a second load transfer step of shifting to the third generator, and a second propulsion and biasing step of increasing the amount of power to be supplied from the third generator and increasing the amount of propulsion and energization of the motor.

  The control method of the ship propulsion system according to the present invention can reduce the amount of power passing through the power conversion device existing between the DC bus side and the AC bus side by having the above steps. Therefore, the vessel propulsion system can reduce the capacity of the power conversion device 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 vessel 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 vessel propulsion system which concerns on Embodiment 1 of this invention. It is a figure showing the electric power supply amount in the time of a1-a4 of FIG. It is a figure of a comparative example which shows change of the amount of electric power in other starting sequences of a vessel propulsion system. It is a 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 vessel 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. 1 is a diagram showing the configuration of a boat propulsion system 100 according to Embodiment 1 of the present invention.
The ship propulsion system 100 is a system for propelling and driving a propeller for ship propulsion. As shown in FIG. 1, the ship propulsion system 100 includes a main engine 1, a turbo charger (T / C: Turbo Charger) 11, a turbo charger generator (TCG: Turbo Charger Generator) 12, a steam generator 20, and a diesel generator 30. , Ship power load 40, shaft motor (SM: Shaft Motor) 53, DC busbar 60, first power converter 61, second power converter 62, third power converter 63, and switchboard 70 . In addition, in FIG. 1, the dotted-line arrow has shown the supply direction of electric power.

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

The turbocharger 11 is a supercharger that drives the compressor using the flow of the exhaust of the main unit 1 to increase the density of the air taken in by the main unit 1. The turbocharger 11 includes a turbine rotated by the exhaust of the main engine 1 and a compressor driven by the turbine to compress intake air and supply the main engine 1 with air.
The turbocharger generator 12 is a generator that generates electric 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 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 electric power to the inboard AC bus 3 via a power conversion device 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 converter 61 is configured by a converter that converts alternating current into direct current. The DC bus unit 60 couples 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 power from the first power converter 61 and the DC power from the second power converter 62 are supplied to the DC bus unit 60.

  The second power converter 62 is connected between the DC bus unit 60 and the in-board AC bus 3, and the DC power of the DC bus unit 60 has a voltage / frequency (for example, 450 V / 60 Hz) compatible with the in-board AC bus 3. It is converted into AC power and supplied to the in-board AC bus 3. In addition, the second power conversion device 62 converts the AC power from the inboard AC bus 3 into predetermined DC power and supplies the DC power to the DC bus unit 60.

  The third power conversion device 63 is connected to the DC bus unit 60, converts the DC power supplied to the DC bus unit 60 into AC power of a voltage and frequency according to the required number of revolutions of the propulsion shaft, and the shaft motor 53 Supply to The third power converter 63 is configured by an inverter that converts direct current into alternating current of a desired frequency (for example, 10 Hz).

  The shaft motor 53 is a synchronous motor and is driven by the AC power output from the third power conversion device 63 to urge and propel the propulsion propeller 2. The capacity of the shaft motor 53 is determined based on the waste heat recovery plant by various generators and the onboard power load 40. The "shaft motor 53" corresponds to the "motor" in the present invention.

The steam generator 20 drives a turbo generator (TG: Turbo Generator) 22 by a steam turbine (ST: Steam Turbine) 21 to supply desired AC power to the inboard AC bus 3. The steam turbine (ST: Steam Turbine) 21 operates with steam generated by the thermal energy of the exhaust gas of the main machine 1 by an exhaust gas economizer (not shown). The exhaust gas economizer is a device that recovers the thermal energy released to the atmosphere of the exhaust gas of the main unit 1. Specifically, the exhaust gas economizer installs a dense pipe in a chimney, water is passed through it, and the heat of the exhaust gas that has been worked by the main unit 1 is heat exchanged to generate, for example, steam Use.
The turbo generator 22 generates electric power by using the emitted heat of the exhaust gas of the main engine 1 and supplies the electric power to the inboard AC bus 3. Since the rotation speed of the turbo generator 22 can be controlled by the amount of steam that rotates the steam turbine 21, AC power adapted to the in-plane AC bus 3 is supplied without converting the output of the turbo generator 22 into electric power. . The capacity of the turbo generator 22 is determined by the exhaust gas energy of the main unit 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 to drive the main engine 1 and drives a diesel generator 32 by means of the diesel engine 31 to supply desired AC power to the inboard AC bus 3. Also in the diesel power generator 30, since the rotational speed of the diesel engine 31 can be controlled, the AC power suitable for the inboard AC bus 3 is supplied without converting the output of the diesel generator 32 into electric power. The capacity of the diesel generator 32 is determined by the onboard power load. The "diesel generator 32" corresponds to the "first generator" in the present invention.

  In the embodiment of the present invention, the ship propulsion system 100 will be described in which one steam power generation device 20 and one diesel power generation device 30 are provided, but the present invention is not limited to this. You may have one.

  Each switchboard 70 is connected to each generator and the like, and an inboard AC bus 3 for supplying power to the inboard power load 40 is disposed. The steam power generating apparatus 20, the diesel power generating apparatus 30, the inboard power load 40, and the second power conversion apparatus 62 are connected to the inboard AC bus bar 3 via the switches 4, respectively. In addition, the capacity of the inboard power load 40 is determined by, for example, the capacity of the main unit 1, the auxiliary capacity by the capacity of the ship, and the like.

Next, the operation of the boat propulsion system 100 configured as described above will be described.
The electric power generated by the turbocharger generator 12 by recovering the exhaust energy of the main unit 1 is converted into DC power by the first power converter 61 and supplied to the DC bus section 60.
When the power supplied from the steam generator 20 and the diesel 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 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 recovering the exhaust energy of the main engine 1 can be used as the inboard power load 40.

Further, when the power supplied from the steam power generating apparatus 20 and the diesel power generating apparatus 30 to the inboard AC bus 3 is larger than the inboard power load 40 connected to the inboard AC bus 3, the second power converter 62 The surplus power of 3 is converted to DC power and supplied to the DC bus unit 60.
The DC power supplied from the first power converter 61 and the second power converter 62 to the DC bus unit 60 is an AC voltage of a frequency / frequency corresponding to the required number of revolutions of the propulsion shaft by the third power converter 63. It is converted into electric power and is used to urge and boost the shaft motor 53.
As a result, the power generated by recovering the exhaust energy of the main engine 1 can be used to boost the propulsive force. Moreover, it becomes possible to use the surplus power of the in-plane alternating current bus 3 for the application of the propulsive force.

The electric power generated by the turbocharger generator 12 by recovering the exhaust energy of the main machine 1 is supplied twice by the first power conversion device 61 and the third power conversion device 63 until it is supplied to the shaft motor 53 for propelling and boosting. Only power conversion will be done.
In addition, the power generated by the turbocharger generator 12 is recovered by the first power converter 61 and the second power converter 62 twice until the electric power generated by the turbocharger generator 12 is recovered by recovering the exhaust energy of the main engine 1. Only power conversion will be done.
Furthermore, the power from the inboard AC bus 3 is converted by the second power converter 62 and the third power converter 63 only twice before being supplied to the shaft motor 53.

  Thus, the boat propulsion system 100 connects the first power conversion device 61, the second power conversion device 62, and the third power conversion device 63 by means of the DC bus section 60. With this configuration, the ship propulsion system 100 uses the power generated by recovering the exhaust energy of the main aircraft 1 for the onboard electric power load 40 and the shaft motor 53 for propulsion addition, the number of times of power conversion Can be reduced. Therefore, the fall of the energy efficiency accompanying power conversion can be suppressed.

  FIG. 2 is a flowchart showing a start-up sequence of the vessel propulsion system 100 according to Embodiment 1 of the present invention. Here, with reference to FIG. 1 and FIG. 2, in the ship propulsion system 100 having the AC power supply 3 of the mixed type of AC power and DC power and using it for propulsion and application, the power existing between AC and DC. A start-up sequence for reducing the capacity of the conversion device will be described. When the ship propulsion system 100 starts up, the diesel generator 32 is driven, and the turbocharger generator 12, the turbo generator 22, and the shaft motor 53 are in a stopped state. In the flowchart, manual intervention is performed at startup, but may be performed fully automatically from start to end. If the determination process does not return "Yes" even after the elapse of a predetermined time, control is performed to notify the user of the situation or to stop 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 unit 1, which is an exhaust heat source, it is necessary to operate the pumps with the diesel generator 32. Therefore, the diesel generator 32 is started up, power is supplied from the diesel generator 32 to the inboard power load 40 via the inboard AC bus 3, and the inboard power is stabilized.

(S102)
It is determined whether the turbocharger generator 12 can be activated and loaded.
In order to improve the power that can be generated by the turbo generator 22, it is necessary to start the turbocharger generator 12 installed in the front stage first and load the turbocharger generator 12.
Whether or not the turbocharger generator 12 can be activated and loaded can be determined based on whether or not the lower limit value of the settable power generation amount has been reached. The settable amount of power generation is a preset amount of power generation in an allowable range according to the state of the exhaust gas (the state of the equipment of the ship, the load amount of the main engine, the environmental conditions, and the like). As exhaust gas energy increases due to high load on the main engine, suitable ambient temperature, etc., more power can be generated. The determination as to whether or not the lower limit value of the power generation 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 preset according to, for example, the state of the equipment of the ship, the load amount of the main engine, the environmental condition, and the like. If the lower limit value of the power generation set amount is not reached, the determination as to whether or not the turbocharger generator 12 can be started is repeated until the lower limit value of the power generation set amount is reached.

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

(S104)
A second determination step is performed to determine whether the voltage on the side of the turbocharger generator 12 in the switchboard 70 has reached a set value (for example, 450 V).
By determining whether or not the voltage on the side of the turbocharger generator 12 in the switchboard 70 has reached a set value, it is determined whether or not the switch 4 can be closed.
If the voltage on the turbocharger generator 12 side in the switchboard 70 does not reach 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 repeat the second determination step.

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

(S106)
The onboard power load 40 is distributed to the turbocharger generator 12. When the power from the turbocharger generator 12 is supplied 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)
The amount of power supplied by the turbocharger generator 12 is increased, the amount of power supplied by the diesel generator 32 is decreased, and part of the inboard power load 40 is transferred from the diesel generator 32 to the turbocharger generator 12.

(S109)
A third determination step of determining whether the power of the second power conversion device 62 has reached a threshold is performed. By determining whether the power of the second power converter 62 has reached the threshold value, it is determined whether the second power converter 62 has reached the upper limit power amount. The threshold value of the power 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 fluctuation margin from the capacity of the second power conversion device 62 . If the power of the second power conversion device 62 has not reached the threshold value, the inboard power load 40 is subsequently 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 or not the shaft motor 53 can be activated.
When the inverter which comprises the 2nd power converter 62 is upper limit electric energy, the 1st load transfer process is ended, and it is judged whether the shaft motor 53 can be started continuously. If the shaft motor 53 can not be started, the determination as to whether or not the shaft motor 53 can be started is repeated until the condition for starting can be established. The determination conditions as to whether or not the shaft motor 53 can be started up are preset according to, for example, the state of the equipment of the ship, the load amount of 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 power supplied from the turbocharger generator 12 through the first power converter 61 and the third power converter 63.
Note that (S112) corresponds to the execution of the motor driving step of the present invention.

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

(S114)
The amount of power supplied from the turbocharger generator 12 is increased, and the amount of propulsion and urging of the shaft motor 53 is increased. Also, 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 conversion device 62 Do. In addition, since the turbocharger generator 12 does not have a short circuit current supply capability to the system, it is necessary to operate in parallel with the diesel generator 32 or the turbo generator 22 to be started up later.

(S115)
A third determination step of determining whether the power of the second power conversion device 62 has reached a threshold is performed. By determining whether the power of the second power converter 62 has reached the threshold value, it is determined whether the second power converter 62 has reached the upper limit power amount. The threshold value of the power 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 fluctuation margin from the capacity of the second power conversion device 62 . If the power of the second power conversion device 62 has not reached the threshold value, then the amount of thrusting of the shaft motor 53 is increased, and the third determination step is repeated.

(S116)
In parallel to the process of S115, it is determined whether the amount of power generation by the turbocharger generator 12 has reached the upper limit value of the settable power generation amount. The determination as to whether the amount of power generation by the turbocharger generator 12 has reached the upper limit value of the settable power generation amount corresponds to the fourth determination step of the present invention. The upper limit value of the power generation settable amount of the turbocharger generator 12 is preset according to, for example, the state of the equipment of the ship, the load amount of the main engine, the environmental condition, and the like and the margin for load fluctuation. If the amount of power generation by the turbocharger generator 12 does not reach the upper limit value of the settable generation amount, the amount of propulsive energization of the shaft motor 53 is continuously increased until the upper limit value of the generation possible set amount is reached. repeat.

(S117)
It is determined whether or not the turbo generator 22 can be started.
If the second power conversion device 62 has reached the upper limit power amount, and if the amount of power generation of the turbocharger generator 12 has reached the upper limit value of the settable power generation amount, whether or not the turbo generator 22 can be started To judge. Whether or not the turbo generator 22 can be activated determines, for example, whether or not the inlet temperature of an exhaust gas economizer (not shown) that exchanges heat with the heat released from the main engine 1 has reached a threshold. The threshold value of the inlet temperature of the exhaust gas economizer is preset according to, for example, the equipment of the ship, the environmental condition, and the like. The determination as to whether or not the inlet temperature of the exhaust gas economizer that exchanges heat with the exhaust heat of the main unit 1 has reached a threshold value corresponds to the fifth determination step of the present invention. If the turbo generator 22 can not be started up, for example, if the inlet temperature of the exhaust gas economizer is below the threshold, the fifth determination step is repeated until the inlet temperature of the exhaust gas economizer reaches the threshold.

(S118)
If the turbo generator 22 can be activated, the turbo generator 22 is activated.

(S119)
A sixth determination step is performed to determine whether 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 the switch 4 can be closed by determining whether the voltage on the turbo generator 22 side in the switchboard 70 has reached the set value.
If the voltage on the turbo generator 22 side in the switchboard 70 has not reached the set value, the diesel generator 32 and the turbocharger generator are continued until the voltage on the turbo generator 22 side in the switchboard 70 reaches the set value. The power supply is performed by 12 and the sixth determination step is repeated.
Note that (S113) to (S119) correspond to a first propulsion and urging step of the present invention. In the first propulsion and urging 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 less than or equal to a specified value. This prescribed value is determined in advance by the capacity of the inverter of the second power conversion device and the 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 to distribute the inboard power load 40 to the turbo generator 22.

(S122)
Electric power is supplied to the inboard power load 40 and the shaft motor 53 via 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 in-house power load 40 is transferred from the diesel generator 32 to the turbo generator 22.
Note that (S120) to (S122) correspond to the execution of the second load transfer step of the present invention. In the second load transfer 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 a prescribed value or less. This prescribed value is determined in advance by the capacity of the inverter of the second power conversion device and the margin for load fluctuation.

(S123)
A second propulsion and urging step is performed to increase the amount of power supplied from the turbo generator 22 and to increase the amount of propulsion and energization of the shaft motor 53. Then, the diesel generator 32 is disconnected from the in-plane AC bus 3, and the start sequence of the ship propulsion system 100 is ended.

  In addition, when the upper limit electric energy of the second power converter 62 or the electric power settable generation capacity of the turbocharger generator 12 is exceeded due to load fluctuation, electric power generation amount decrease, etc., and the system is not established, the shaft motor Control is performed to reduce the amount of propulsion energization of 53 and to balance the amount of power supply and the amount of consumption.

  FIG. 3 is a diagram showing a change in the amount of power in the start-up sequence of the vessel propulsion system 100 according to Embodiment 1 of the present invention. FIG. 4 is a diagram showing the power supply amount at the time of a1 to a4 of FIG. 3. In FIG. 3, the vertical axis represents the amount of power [kW], and the horizontal axis represents the passage of time. Further, in FIG. 4, “+” attached to the amount of power flowing through the second power conversion device 62 indicates that DC power is converted to AC power, and “−” is converted from AC power to DC power. Indicates that. The power amounts shown in FIGS. 3 and 4, the slope of the graph, the elapsed time, etc. are conceptual examples showing one example, and the power amounts shown in FIGS. 3 and 4, the slope of the graph, the elapsed time It is not limited.

In FIG. 3 and FIG. 4, the time a1 is a time before entering the step (S114). Load transfer of onboard power from the diesel generator 32 to the turbocharger generator 12 is performed, and 300kW of power is supplied from the diesel generator 32 to the onboard power load 40, and 100kW of the turbogenerator 12 is supplied. Power is supplied.
At this time, the amount of power passing through the second power converter 62 is 100 kW generated by the turbocharger generator 12, and the second power converter 62 converts DC power into AC power.

In FIG. 3 and FIG. 4, time a2 is a time 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 in-board electric 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 converter 62 is 100 kW generated by the turbocharger generator 12, and the second power converter 62 converts DC power into AC power. Further, the power supplied from the turbocharger generator 12 to the inboard power load 40 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 conversion device 62. There is.
Further, 300 kW of power is supplied from the turbocharger generator 12 to the shaft motor 53. It is assumed that the turbocharger generator 12 has reached 400 kW of the settable power generation amount.

In FIG. 3 and FIG. 4, time a3 is a time before entering the step (S125). Power is supplied from the turbo generator 22 and the turbocharger generator 12, and 300 kW of power is supplied from the turbo generator 22 to the in-board power load 40, and 100 kW is supplied from the turbocharger generator 12. .
At this time, the amount of power passing through the second power converter 62 is 100 kW generated by the turbocharger generator 12, and the second power converter 62 converts DC power into AC power. Further, the power supplied from the turbocharger generator 12 to the inboard power load 40 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 conversion device 62. There is.
Further, 300 kW of power is supplied from the turbocharger generator 12 to the shaft motor 53. The turbocharger generator 12 has reached 400 kW, which is a settable power generation capacity.

In FIG. 3 and FIG. 4, time a4 is the time when the amount of thrusting of the shaft motor between steps (S125) and (S126) is increased. Electric power is supplied from the turbo generator 22 and the turbocharger generator 12, and electric power of 400 kW is supplied from the turbo generator 22 to the inboard power load 40.
Further, a power of 400 kW from the turbocharger generator 12 and a power of 100 kW 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 AC power is converted into DC power in the second power converter 62. Further, the power supplied from the turbo generator 22 to the shaft motor 53 is controlled so as to reduce the passing power between the AC power and the DC power so as to meet the upper limit power amount of the second power conversion device 62.
The turbocharger generator 12 has reached 400 kW, which is a settable amount of power generation.

  FIG. 5 is a diagram of a comparative example showing a change in the amount of power in another start sequence of the boat propulsion system 100. As shown in FIG. FIG. 6 is a diagram showing the power supply amount at the time of b1 to b4 of 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 conversion device 62 indicates that DC power is converted to AC power, and "-" is converted from AC power to DC power. Indicates that. The amounts of power, the slope of the graph, the elapsed time, etc. shown in FIGS. 5 and 6 are conceptual examples showing one example, and the amounts of power, the slope of the graph, and the elapsed time shown in FIGS. It is not limited.

In FIG. 5 and FIG. 6, time b1 is a time when load transfer of inboard power is performed from the diesel generator 32 to the turbocharger generator 12. Electric power is supplied from the diesel generator 32 to 300 kW to the inboard power load 40, and electric power from the turbocharger generator 12 is supplied from 100 kW.
At this time, the amount of power passing through the second power converter 62 is 100 kW generated by the turbocharger generator 12, and the second power converter 62 converts DC power into AC power.

In FIG. 5 and FIG. 6, time b2 is a time when the diesel generator 32 is decoupled from the inboard AC bus bar 3 and power is supplied from the turbo generator 22 and the turbocharger generator 12. For the inboard power load 40, 100 kW of power is supplied from the turbo generator 22 and 300 kW of power is supplied from the turbocharger generator 12.
At this time, the amount of power passing through the second power converter 62 is 300 kW generated by the turbocharger generator 12, and DC power is converted into AC power in the second power converter 62.

In FIG. 5 and FIG. 6, time b3 is a time when electric power is supplied from the turbo generator 22 and the turbocharger generator 12 to the inboard power load 40 and the shaft motor 53.
Electric power of 400 kW is supplied from the turbo generator 22 to the inboard power load 40.
Further, a power of 400 kW from the turbocharger generator 12 and a power of 100 kW 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 AC power is converted into DC power in the second power converter 62.

In FIG. 5 and FIG. 6, when b4 time point is supplying electric power from the turbo generator 22 and the turbocharger generator 12 to the inboard power load 40 and the shaft motor 53, there is a pulsation of the inboard power load 40 Indicates
For the inboard power load 40, power from the turbo generator 22 to 400 kW and power from the turbocharger generator 12 to 50 kW are supplied.
Further, a power of 400 kW from the turbocharger generator 12 and a power of 50 kW 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 AC power is converted into DC power in the second power converter 62.

  As shown in FIGS. 5 and 6, when the vessel propulsion system 100 is activated by another activation sequence, the amount of electric power passing through the second power converter 62 is 300 kW generated by the turbocharger generator 12. On the other hand, as shown in FIG. 3 and FIG. 4, when the ship propulsion system according to Embodiment 1 of the present invention is activated by the activation sequence, the amount of power passing through the second power converter 62 is the turbocharger generator 12. 100kW generated by the

As mentioned above, the ship propulsion system 100 passes the 2nd power converter 62 which exists between the direct current bus-line side and the alternating current bus-line side by performing the control method which has a process of (S101)-(S123). Power consumption can be reduced. Therefore, since the second power converter 62 converts the power shortage or surplus power of the inboard AC bus 3, it is possible to make the rated capacity smaller than that of the first power converter 61 and the third power converter 63. Become.
For example, the rated capacities of the first power conversion device 61 and the third power conversion device 63 are respectively set to 600 kW, and the case where fluctuations in the power supplied to the inboard AC bus 3 at 400 kW to 600 kW are assumed is considered. In this case, the rated capacity of the second power converter 62 can be 200 kW, which is the maximum value of the difference.
As described above, by making the rated capacity of the second power converter 62 smaller than that of the first power converter 61 and the third power converter 63, the second power converter 62 can be miniaturized. Moreover, the equipment installation space can be reduced by reducing the capacity of the second power conversion device. Furthermore, the equipment cost can be reduced by reducing the capacity of the second power conversion device.

  FIG. 7 is a flowchart showing a termination sequence of the vessel propulsion system 100 according to Embodiment 1 of the present invention. Although the process of (S101)-(S123) is the method of starting of the ship propulsion system 100, the ship propulsion system 100 may be ended by passing through the process of (S101)-(S123). it can. The steps (S301) to (S305) shown below are described by simplifying the steps reverse 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 ended 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 is performed to reduce the amount of power supplied from the turbo generator 22 to the shaft motor 53 and to reduce the amount of thrust and drive of the shaft motor 53.
(S303)
A third load transfer 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 to the diesel generator 32 from the turbo generator 22 Do.
(S304)
A first stop step of 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 to reduce the supply of power from the turbocharger generator 12 to the shaft motor 53 and to further reduce the amount of thrust and drive of the shaft motor 53.
(S306)
The supply of electric power from the turbocharger generator 12 to the shaft motor 53 is stopped, and a second stop process for stopping the shaft motor 53 is performed.
(S307)
The fourth load transfer that transfers the in-board power load 40 to the diesel generator 32 from the turbocharger generator 12 by increasing the amount of power supplied by the diesel generator 32 and decreasing the amount of power supplied by the turbocharger generator 12 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 including the steps of (S301) to (S308) to flow in the reverse direction to the increase amount of power shown in FIGS. It is possible to reduce the amount of power passing through the second power converter 62 existing between the AC bus side. Therefore, since the second power converter 62 converts the power shortage or surplus power of the inboard AC bus 3, it is possible to make the rated capacity smaller than that of the first power converter 61 and the third power converter 63. Become. Moreover, the equipment installation space can be reduced by reducing the capacity of the second power conversion device. Further, the equipment cost can be reduced by reducing the capacity of the second power conversion device.

Second Embodiment
FIG. 8 is a diagram showing a configuration of a boat propulsion system 200 according to Embodiment 2 of the present invention. The same code | symbol is attached | subjected to the site | part which has the structure same as the ship propulsion system 100 of FIGS. 1-7, and the description is abbreviate | omitted. Hereinafter, with regard to the ship propulsion system 200 according to Embodiment 2 of the present invention, ship propulsion for reducing the capacity of the second power conversion device 62 existing between AC power and DC power by using the in-board power general control device 80. The startup sequence of the system 200 will be described. In addition, the change of the electric energy shown in FIG.3 and FIG.4 corresponds also to the starting sequence of the boat propulsion system 200. FIG.

  As shown in FIG. 8, a ship propulsion system 200 is a system provided on a ship, and includes a main engine 1, a turbo charger (T / C: Turbo Charger) 11, a turbo charger generator (TCG: Turbo Charger Generator) 12, a steam power generation system. Device 20, diesel generator 30, ship's electric load 40, shaft motor (SM: Shaft Motor) 53, DC busbar 60, first power converter 61, second power converter 62, third power converter 63, switchboard 70, an onboard power general control unit 80 is provided. In addition, the ship propulsion system 200 includes a diesel generator controller 81, a turbo generator controller 82, a turbocharger generator controller 83, a second power converter controller 84, a main machine controller 85, a shaft motor controller 86, A switchboard voltage measuring device 90 is provided.

  In the switchboard 70, an inboard electrical power general control device 80 for controlling an inboard power system, an inboard switch voltage measuring device 90, and an inboard AC bus 3 for supplying power to the inboard electrical load 40 are disposed. The steam power generating apparatus 20, the diesel power generating apparatus 30, the inboard power load 40, and the second power conversion apparatus 62 are connected to the inboard AC bus bar 3 via the switches 4, respectively.

  The inboard power general 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 necessary amount of power. In particular, the inboard power general 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 termination sequence of the boat propulsion system 200. The inboard power general 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 conversion unit control unit 84, a main unit control unit 85, a shaft motor control unit 86, etc. Connect, receive data about the operating status of various devices, and send an operation instruction.

  The diesel generator control unit 81 grasps the operating state of the diesel generator 32, transmits the operating state of the diesel generator 32 to the in-board electric power general control unit 80, and based on the operating instruction of the in-board electric power general control unit 80. The operation of the diesel generator 32 is controlled. The turbo generator control unit 82 grasps the operating state of the turbo generator 22, transmits the operating state of the turbo generator 22 to the in-board electric power general control unit 80, and based on the operation instruction of the in-board electric power general control unit 80. The operation of the turbo generator 22 is controlled. The turbocharger generator control unit 83 grasps the operation state of the turbocharger generator 12 and transmits the operation state of the turbocharger generator 12 to the inboard power general control unit 80, and also operates the inboard power general control unit 80. The operation of the turbocharger generator 12 is controlled based on the instructions. The second power conversion device controller 84 measures the amount of power flowing through the second power conversion device 62, and transmits the amount of power flowing through the second power conversion device 62 to the inboard power general control device 80. The master controller 85 controls the operation of the master 1. The shaft motor control device 86 grasps the operating condition of the shaft motor 53, transmits the operating condition of the shaft motor 53 to the inboard electric power general control device 80, and based on the operation instruction of the inboard electric power general control device 80. Control the operation of The switchboard voltage measuring device 90 measures the voltage in the switchboard 70.

The onboard power general 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 realized as software, a program for realizing this function is stored in ROM (Read Only Memory) or HDD (Hard Disk Drive), etc., and an arithmetic device such as a CPU or microcomputer reads the program to It can be configured by executing a process corresponding to the function according to the instruction. In addition, although a single control device is used here, for example, processing of a program for realizing this function may be divided and performed by a plurality of configuration units.

  FIG. 9 is a flowchart showing a start-up sequence of the vessel propulsion system 200 according to Embodiment 2 of the present invention. Here, in the ship propulsion system 200 having the AC power supply 3 of the mixed type of AC power and DC power and using it for propulsion addition, the ship propulsion system for reducing the capacity of the power conversion device existing between AC power and DC power. The start sequence of 200 will be described. When the ship propulsion system 200 starts up, the diesel generator 32 is driven, and the turbocharger generator 12, the turbo generator 22, and the shaft motor 53 are in a stopped state. In the flowchart, manual intervention is performed at startup, but may be performed fully automatically from start to end. If the determination process does not return "Yes" even after the elapse of a predetermined time, control is performed to notify the user of the situation or to stop the control.

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

(S202)
The onboard power general control device 80 determines whether or not the turbocharger generator 12 can be activated to have a load.
In order to improve the power that can be generated by the turbo generator 22, it is necessary to start the turbocharger generator 12 installed in the front stage first and load the turbocharger generator 12.
Whether or not the turbocharger generator 12 can be activated and loaded can be 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 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 equipment of the ship, the load amount of the main engine, the environmental conditions, etc. If the lower limit value of the settable power generation amount is not reached, the in-board electric power general control device 80 repeats the determination as to whether or not the turbocharger generator 12 can be started until the lower limit value of the power generation settable amount is reached.

(S203)
The inboard power general control unit 80 activates the turbocharger generator 12.
When the amount of power generation by the diesel generator 32 has reached the power generation possible setting amount, the in-board electric power general control device 80 starts the turbocharger generator 12 and starts the power generation by the turbocharger generator 12.

(S204)
The inboard power general control device 80 performs a second determination step of determining whether the voltage on the side of the turbocharger generator 12 in the switchboard 70 has reached a set value (for example, 450 V). The voltage on the side of the turbocharger generator 12 in the switchboard 70 is measured by the switchboard voltage measuring device 90 and transmitted to the in-ship power general control device 80.
The inboard power general control device 80 determines whether or not the switch 4 can be closed by determining whether or not the voltage on the side of the turbocharger generator 12 in the switchboard 70 has reached a set value. .
If the voltage on the turbocharger generator 12 side in the switchboard 70 does not reach 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 in-board power general control device 80 repeatedly determines whether or not the voltage on the side of the turbocharger generator 12 in the switchboard 70 has reached a set value.

(S205)
The onboard power general control unit 80 closes the switch 4 for the turbocharger generator 12.
When the voltage on the side of the turbocharger generator 12 in the switchboard 70 has reached the set value, the in-board power general control unit 80 closes the switch 4 for the turbocharger generator 12 and the turbocharger generator 12 The generated electric power is supplied to the inboard AC bus 3. The AC power generated by the turbocharger generator 12 is converted to DC power by the first power converter 61, converted to AC power by the second power converter 62, and supplied to the in-board AC bus 3.

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

(S207)
The inboard power general control device 80 supplies power to the inboard power load 40 via 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 onboard power general control device 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 onboard power load from the diesel generator 32 to the turbocharger generator 12 Migrate part of 40

(S209)
The onboard power general control device 80 performs a third determination step of determining whether the power of the second power conversion device 62 has reached a threshold. The amount of power of the second power conversion device 62 is measured by the second power conversion device controller 84 and transmitted to the in-ship power general control device 80. By determining whether the power of the second power converter 62 has reached the threshold value, it is determined whether the second power converter 62 has reached the upper limit power amount. The threshold value of the power 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 fluctuation 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 in-ship power general control device 80 continuously transfers the in-board power load 40 from the diesel generator 32 to the turbocharger generator 12. Then, the in-board power general control device 80 repeatedly determines whether the power of the second power conversion device 62 has reached the threshold.
The steps (S208) to (S209) correspond to the first load transfer step of the present invention.

(S210)
The inboard power general control device 80 determines whether or not the shaft motor 53 can be activated.
When the inverter constituting the second power conversion device 62 has the upper limit electric energy, the inboard power general control device 80 ends the transfer of the inboard power load 40 from the diesel generator 32 to the turbocharger generator 12 and continues It is determined whether or not the shaft motor 53 can be activated. When the shaft motor 53 can not be started, the in-house power general control device 80 repeats the determination as to whether or not the shaft motor 53 can be started until the condition for starting can be established. The determination conditions as to whether or not the shaft motor 53 can be started up are preset according to, for example, the state of the equipment of the ship, the load amount of the main engine, the environmental conditions, and the like.

(S211)
The inboard power general control device 80 starts the shaft motor 53 when the shaft motor 53 can be started.

(S212)
The inboard power general control device 80 operates the shaft motor 53 by the power supplied from the turbocharger generator 12 via the first power conversion device 61 and the third power conversion device 63.
Note that (S212) corresponds to the execution of the motor driving step of the present invention.

(S213)
The in-house electric power general control device 80 increases the amount of thrusting of the shaft motor 53.

(S214)
The inboard power general control device 80 supplies power from the turbocharger generator 12 to increase the amount of thrusting of the shaft motor 53. Further, the power supplied from the turbocharger generator 12 to the inboard power load 40 is transmitted by the AC power and the DC power by the inboard power general control unit 80 so as to meet the upper limit power amount of the second power conversion device 62. Is controlled to a capacity that makes In addition, since the turbocharger generator 12 does not have a short circuit current supply capability to the system, it is necessary to operate in parallel with the diesel generator 32 or the turbo generator 22 to be started up later.

(S215)
The onboard power general control device 80 performs a third determination step of determining whether the power of the second power conversion device 62 has reached a threshold. The amount of power of the second power conversion device 62 is measured by the second power conversion device controller 84 and transmitted to the in-ship power general control device 80. By determining whether the power of the second power converter 62 has reached the threshold value, it is determined whether the second power converter 62 has reached the upper limit power amount. The threshold value of the power 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 fluctuation margin from the capacity of the second power conversion device 62 . If the power of the second power conversion device 62 does not reach the threshold, the in-board power general control device 80 continues to increase the amount of propulsion energization of the shaft motor 53, and the power of the second power conversion device 62 reaches the threshold. Repeatedly determine if there is.

(S216)
The in-house electric power general control device 80 determines whether the amount of power generation by the turbocharger generator 12 has reached the upper limit value of the settable power generation amount in parallel with the process of S215. The determination as to whether the amount of power generation by the turbocharger generator 12 has reached the upper limit value of the settable power generation amount corresponds to the fourth determination step of the present invention. The upper limit value of the power generation settable amount of the turbocharger generator 12 is preset according to, for example, the state of the equipment of the ship, the load amount of the main engine, the environmental condition, and the like and the margin for load fluctuation. If the amount of power generation by the turbocharger generator 12 does not reach the upper limit value of the settable power generation amount, the onboard electric power general control device 80 continues to increase the amount of propulsion energization of the shaft motor 53 until the power generation settable amount is reached. Then, it is repeated to determine whether the amount of power generation by the turbocharger generator 12 has reached the upper limit value of the settable power generation amount.

(S217)
The onboard power general control device 80 determines whether or not the turbo generator 22 can be activated.
When the second power conversion device 62 has reached the upper limit power amount, and when the amount of power generation of the turbocharger generator 12 has reached the upper limit value of the settable power generation amount, the in-board power general control device 80 It is determined whether the generator 22 can be activated. Whether or not the turbo generator 22 can be activated determines, for example, whether or not the inlet temperature of an exhaust gas economizer (not shown) that exchanges heat with the heat released from the main engine 1 has reached a threshold. The threshold value of the inlet temperature of the exhaust gas economizer is preset according to, for example, the equipment of the ship, the environmental condition, and the like. The determination as to whether or not the inlet temperature of the exhaust gas economizer that exchanges heat with the exhaust heat of the main unit 1 has reached a threshold value corresponds to the fifth determination step of the present invention. When the turbo generator 22 can not be started, for example, when the inlet temperature of the exhaust gas economizer is below the threshold, whether or not the inlet temperature of the exhaust gas economizer reaches the threshold until the inlet temperature of the exhaust gas economizer reaches the threshold Repeat the decision.

(S218)
For example, when it is determined that the inlet temperature of the exhaust gas economizer has reached the threshold value and the turbo generator 22 can be activated, the in-board electric power general control device 80 activates the turbo generator 22.

(S219)
The inboard power general control device 80 performs a sixth determination step of determining whether the voltage on the turbo generator 22 side in the switchboard 70 has reached a set value (for example, 450 V).
The inboard power general 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.
If the voltage on the turbo generator 22 side in the switchboard 70 has not reached the set value, the in-board power general control device 80 continues until 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 in-board power general control device 80 repeatedly determines whether 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 and biasing step of the present invention. In the first propulsion and urging 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 less than or equal to a specified value. This prescribed value is determined in advance by the capacity of the inverter of the second power conversion device and the margin for load fluctuation.

(S220)
The inboard power general control unit 80 closes the switch 4 for the turbo generator 22.
When the voltage of the in-plane AC bus 3 is established, the in-board electric power general control device 80 closes the switch 4 for the turbo generator 22, and generates the AC power generated by the turbo generator 22 into the in-board AC bus. Supply to 3.

(S221)
The inboard power general 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 general control device 80 causes the diesel generator 32, the turbo generator 22, and the turbocharger generator 12 to supply power to the inboard power load 40 and the shaft motor 53 via the inboard AC bus 3. Then, the inboard power general 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 so that the inboard power load 40 can be turbogeneratord from the diesel generator 32. Migrate to 22.
Note that (S220) to (S222) correspond to the execution of the second load transfer step of the present invention. In the second load transfer 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 a prescribed value or less. This prescribed value is determined in advance by the capacity of the inverter of the second power conversion device and the margin for load fluctuation.

(S223)
The inboard electric power general control device 80 performs a second propulsion and application step of increasing the amount of supply of electric power from the turbo generator 22 and increasing the amount of propulsion and urging of the shaft motor 53. Then, the in-house electric power general control device 80 disconnects the diesel generator 32 from the in-plane AC bus 3, and ends the start sequence of the ship propulsion system 200.

  In addition, when the upper limit electric energy of the second power converter 62 or the electric power settable generation amount of the turbocharger generator 12 is exceeded due to load fluctuation or electric power generation amount decrease, the inboard electric power is generated. The general control device 80 performs control to reduce the amount of thrust and drive of the shaft motor 53 and to balance the amount of power supplied and the amount consumed.

As described above, in the ship propulsion system 200, the inboard power general control device 80 performs the control method including the steps of (S201) to (S223), so that the ship propulsion system 200 exists between the DC bus side and the AC bus side. The amount of power passing through the power conversion apparatus 62 can be reduced. Therefore, since the second power converter 62 converts the power shortage or surplus power of the inboard AC bus 3, it is possible to make the rated capacity smaller than that of the first power converter 61 and the third power converter 63. Become.
As described above, by making the rated capacity of the second power converter 62 smaller than that of the first power converter 61 and the third power converter 63, the second power converter 62 can be miniaturized. Therefore, the device installation space can be further reduced and the device cost can be reduced.

  FIG. 10 is a flowchart showing the termination sequence of the vessel propulsion system 200 according to Embodiment 2 of the present invention. The above-described steps (S201) to (S223) are a method of starting up the boat propulsion system 100 by the in-board electric power general control device 80. The onboard power general control device 80 can end the vessel propulsion system 100 by performing the steps reverse to the steps (S201) to (S223). The steps (S401) to (S408) shown below are described by simplifying the steps reverse to the steps (S201) to (S223).

The inboard power general control device 80 ends the operation of the shaft motor by the following method 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.
(S401)
The inboard power general control device 80 operates the diesel generator 32 and connects it to the in-plane AC bus 3.
(S402)
The inboard power general control device 80 performs a first power suppressing step of reducing the amount of power supplied from the turbo generator 22 to the shaft motor 53 and reducing the amount of propulsion and urging of the shaft motor 53.
(S403)
The inboard power general control unit 80 reduces the amount of power supplied by the turbo generator 22 and increases the amount of power supplied by the diesel generator 32 to make the inboard power load 40 a diesel generator 32 from the turbo generator 22. Perform a third load transfer step to transfer.
(S404)
The inboard power general control device 80 performs a first stopping step of stopping the turbo generator 22. The inboard power general control unit 80 stops the turbo generator 22 and causes the inboard AC bus 3 to be disconnected.
(S405)
The inboard power general 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 amount of thrusting of the shaft motor 53.
(S406)
The inboard power general control device 80 performs a second stop process of stopping the supply of power from the turbocharger generator 12 to the shaft motor 53 and stopping the shaft motor 53.
(S407)
The inboard power general control unit 80 reduces 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 can be a diesel generator from the turbocharger generator 12. Perform a fourth load transfer step to shift to 32.
(S408)
The onboard power general control unit 80 stops the turbocharger generator 12 and disconnects from the onboard AC bus 3.

As described above, the ship propulsion system 200 performs the control method in which the onboard power general control device 80 has the steps of (S401) to (S408), and is thus opposite to the increase in power shown in FIGS. By the flow, it is possible to reduce the amount of power passing through the second power conversion device 62 existing between the DC bus side and the AC bus side. Therefore, since the second power converter 62 converts the power shortage or surplus power of the inboard AC bus 3, it is possible to make the rated capacity smaller than that of the first power converter 61 and the third power converter 63. Become.
As described above, by making the rated capacity of the second power converter 62 smaller than that of the first power converter 61 and the third power converter 63, the second power converter 62 can be miniaturized. Therefore, the device installation space can be further reduced and the device cost can be reduced.

Third Embodiment
FIG. 11 is a diagram showing a configuration of a boat propulsion system 300 according to Embodiment 3 of the present invention. The same code | symbol is attached | subjected to the site | part which has the structure same as the ship propulsion system 100 or the ship propulsion system 200 of FIGS. 1-10, and the description is abbreviate | omitted. The boat propulsion system 300 according to Embodiment 3 of the present invention includes a 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 onboard power general control device 80 is connected to the storage battery 110. The onboard power general control device 80 can supply power to the onboard power load 40. In addition, the inboard power general control device 80 can supply power to the shaft motor 53 using the power stored in the storage battery 110.

  As described above, the ship propulsion system 300 supplies electric power to the shaft motor 53 using the electric power stored in the storage battery 110, whereby the turbo generator 22 and the diesel generator via the second power converter 62. The amount of power generated by 32 can be reduced. Therefore, the boat propulsion system 300 can reduce the rated capacity of the second power converter 62. As a result, since the second power converter 62 converts the power shortage or surplus power of the inboard AC bus 3, it is possible to make the rated capacity smaller than that of the first power converter 61 and the third power converter 63. Become.

1 main engine, 2 propeller for propulsion, 3 inboard AC bus, 4 switches, 11 turbochargers, 12 turbocharger generators, 20 steam generators, 21 steam turbines,
Reference Signs List 22 turbo generator, 30 diesel generator, 31 diesel engine, 32 diesel generator, 40 inboard power load, 53 shaft motor, 60 direct current bus bar, 61 first power converter, 62 second power converter, 63 third Power converter, 70 switchboard, 80 ship power controller, 81 diesel generator controller, 82 turbo generator controller, 83 turbocharger generator controller, 84 second power converter controller, 85 master controller, 86 Shaft motor control device, 90 voltage measuring device in switchboard, 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 drive the main engine and supplies power to an in-board alternating current bus;
A second generator that generates electricity using exhaust energy of the main machine;
A third generator that generates power using heat released from the exhaust gas of the main engine and supplies power to the in-board AC bus;
A first power converter for converting AC power output from the second generator into DC power;
A DC bus portion to which DC power of the first power conversion device is supplied;
A second power conversion device connected between the DC busbar portion and the inboard AC busbar, converting DC power of the DC busbar portion into AC power, and converting AC power of the inboard AC busbar into DC power;
A third power conversion device connected to the DC bus portion and converting DC power supplied to the DC bus portion into AC power;
An electric motor driven by alternating current power output from the third power conversion device and propelling and urging the propulsion propeller;
A switchboard in which the inboard alternating current bus bar is disposed and connected to the second generator via the first generator, the third generator, and the second power converter;
Equipped with
In a state in which 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 the 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;
The amount of power supplied by the second generator is increased, the amount of power supplied by the first generator is decreased, and a portion of the inboard power load is transferred from the first generator to the second generator. The first load transfer step
A motor driving step of supplying power from the second generator via the first power conversion device and the third power conversion device to start up and drive the motor;
A first propulsion and urging step of increasing the amount of electric power supplied by the second generator until reaching a threshold value and increasing the amount of propulsion and energization of the motor;
The third generator is activated to generate power, and the amount of power supplied by the third generator is increased.
A second load transfer step of transferring the inboard power load from the first generator to the third generator by reducing the amount of power supplied by the first generator;
A second propulsion and application step of increasing the amount of power supplied from the third generator and increasing the amount of propulsion of the motor;
Method of controlling a ship propulsion system having In the first propulsion and urging step and the second load transfer step,
The control method of the boat propulsion system according to claim 1, wherein the difference between the amount of power supplied by the second generator and the amount of power used by the 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 the lower limit value of the settable power generation amount has been reached, and a second of determining whether the voltage on the second generator side in the switchboard has reached a set value And a determination process,
When the lower limit value of the power generation set amount has been reached in the first determination step, and the voltage on the second generator side in the switchboard has reached a set value in the second determination step The control method of the ship propulsion system according to claim 1 or 2 which performs a 2nd electric power supply process. In the first load transfer step,
It has a third determination step of determining whether the power of the second power conversion device has reached a threshold value,
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 transfer step is ended, and the motor drive step is executed. The control method of the ship propulsion system as described in. In the first propulsion and biasing step,
A third determination step of determining whether the power of the second power conversion device has reached a threshold or not;
A fourth determination step of determining whether the amount of power generation generated by the second generator has reached the upper limit value of the settable power generation amount;
A fifth determination step of determining whether an inlet temperature of an exhaust gas economizer that exchanges heat with exhaust heat of the main unit has reached a threshold value;
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 the threshold value in the third determination step, and the amount of power 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 determination step, and the voltage on the third generator side in the switchboard has reached a set value in the sixth determination step; The control method of the vessel propulsion system according to any one of claims 1 to 4, wherein the second load transfer step is performed. In a state in which the motor is driven by the supply of power by the second generator and the third generator,
Driving the first generator and connecting it to the inboard alternating current bus;
A first power suppression step of reducing the amount of power supplied from the third generator to the motor to reduce the amount of propulsion energization of the motor;
Third, the amount of power supplied by the first generator is increased, the amount of power supplied by the third generator is decreased, and the inboard power load is transferred from the third generator to the first generator. Load transfer process,
A first stopping step of stopping the third generator;
A second power suppression step of reducing the amount of power supplied from the second generator to the motor to further reduce the amount of thrust of the motor;
A second stopping step of stopping supply of power from the second generator to the motor and stopping the motor;
A fourth aspect of the present invention is the fourth aspect of the present invention, the fourth aspect of the present invention is the fourth aspect of the present invention is the fourth aspect of the present invention is the fourth aspect of the present invention Load transfer process,
Stopping the second generator and disconnecting the second generator from the inboard alternating current bus;
The control method of the vessel propulsion system according to any one of claims 1 to 5, comprising: A main engine that drives a propeller for ship propulsion;
A first generator that is used to drive the main engine and supplies power to an in-board alternating current bus;
A second generator that generates electricity using exhaust energy of the main machine;
A third generator that generates power using heat released from the exhaust gas of the main engine and supplies power to the in-board AC bus;
A first power converter for converting AC power output from the second generator into DC power;
A DC bus portion to which DC power of the first power conversion device is supplied;
A second power conversion device connected between the DC busbar portion and the inboard AC busbar, converting DC power of the DC busbar portion into AC power, and converting AC power of the inboard AC busbar into DC power;
A third power conversion device connected to the DC bus portion and converting DC power supplied to the DC bus portion into AC power;
An electric motor driven by alternating current power output from the third power conversion device and propelling and urging the propulsion propeller;
A switchboard in which the inboard alternating current bus bar is disposed and connected to the second generator via the first generator, the third generator, and the second power converter;
A control device for a ship propulsion system that controls a ship propulsion system provided with
In a state in which the first generator is driven and the second generator, the third generator, and the motor are stopped,
Causing the first power generator to generate power and supplying power to the inboard power load via the inboard AC bus;
The second power generator is activated to generate power, and power is supplied to the inboard power load via the first power converter and the second power converter.
The amount of power supplied by the second generator is increased, the amount of power supplied by the first generator is decreased, and a portion of the inboard power load is transferred from the first generator to the second generator. Let
The electric power is supplied from the second generator via the first power converter and the third power converter to start and drive the motor.
The amount of power supplied by the second generator is increased to a threshold value, and the amount of thrusting of the motor is increased.
The third generator is activated to generate power, and the amount of power supplied by the third generator is increased.
Reducing the amount of power supplied by the first generator to shift the inboard power load from the first generator to the third generator;
A control device for a ship propulsion system, which increases a supply amount of power from the third generator and increases a propulsion amount of the motor. While generating power by the first generator and supplying power to the inboard power load,
It is determined whether or not the lower limit value of the power generation set amount has been reached, and 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 power generation set amount has been reached, and the voltage on the second generator side in the switchboard has reached a set value,
The control of the boat propulsion system according to claim 7, wherein the second power generator is activated to generate electric power, and power is supplied to the inboard power load via the first power converter and the second power converter. apparatus. The amount of power supplied by the second generator is increased, the amount of power supplied by the first generator is decreased, and a portion of the inboard power load is transferred from the first generator to the second generator. While doing
Determining whether the power of the second power conversion device has reached a threshold;
When the power of the second power conversion device has reached the threshold value, the transfer of the inboard power load from the first generator to the second generator is completed, and the first power is transmitted from the second generator. The control device for a boat propulsion system according to claim 7 or 8, wherein electric power is supplied via a conversion device and the third power conversion device, and the motor is operated to operate. When the amount of power supplied by the second generator is increased to a threshold value and the amount of thrusting of the motor is increased,
Determining whether the power of the second power converter has reached a threshold or not;
It is determined whether the amount of power generation generated by the second generator has reached the upper limit value of the settable power generation amount,
Determining whether the inlet temperature of the exhaust gas economizer, which exchanges heat with the exhaust heat of the main unit, has reached a threshold value;
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 the threshold value, the amount of power generated by the second generator has reached the upper limit of the settable power generation amount, and the inlet temperature of the exhaust gas economizer has reached the threshold value When the voltage on the third generator side in the switchboard has reached a set value,
The third generator is activated to generate power, and the amount of power supplied by the third generator is increased.
The ship propulsion system according to any one of claims 7 to 9, wherein the amount of power supplied by the first generator is reduced to shift the inboard power load from the first generator to the third generator. Control device. In a state in which the motor is driven by the supply of power by the second generator and the third generator,
Driving the first generator and connecting it to the inboard alternating current bus;
The amount of power supplied from the third generator to the motor is reduced to reduce the amount of propulsion energization of the motor,
The amount of power supplied by the first generator is increased, the amount of power supplied by the third generator is decreased, and the inboard power load is transferred from the third generator to the first generator.
Shut off the third generator;
The amount of supply of power from the second generator to the motor is reduced to further reduce the amount of propulsion energization of the motor,
Stopping the supply of power from the second generator to the motor and stopping the motor;
The amount of power supplied by the first generator is increased, the amount of power supplied by the second generator is decreased, and the inboard power load is transferred from the second generator to the first generator.
The control device of a boat 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 in-board alternating current bus.   The control device for a boat propulsion system according to any one of claims 7 to 11, further comprising a storage battery for storing the electric power generated by the first generator, the second generator, and the third generator. .   The ship provided with the control device of the ship propulsion system according to any one of claims 7 to 12.

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