JP2024011134A - Electric power system for ship, ship, and method for use of electric power system for ship - Google Patents

Abstract

To provide an electric power system for a ship, a ship, and use method for the electric power system for a ship capable of saving space at lower cost by configuring an inboard bus bar to be a DC bus bar.SOLUTION: An electric power system for a ship 1 for driving a propulsion device 22 by using electric energy stored in a power storage device 21 includes: a DC bus bar 25; the power storage device 21 connected to the DC bus bar 25; the propulsion device 22 connected to the DC bus bar 25; a plurality of power generators 23 connected to the DC bus bar 25; and an inboard power supply device 24 connected to the DC bus bar 25. Each of the plurality of power generators 23 is provided with a power generator 26 and a power conversion device 27 for converting AC to DC. When a battery 31 is charged, power is supplied to the power storage device 21 through the DC bus bar 25 from at least one power generator 23. When the battery 31 is discharged, power is supplied to the propulsion device 22 and the inboard power supply device 24 through the DC bus bar 25 from the power storage device 21.SELECTED DRAWING: Figure 1

Description

Embodiments of the present invention relate to marine power systems, ships, and methods of using marine power systems.

In recent years, from the perspective of environmental protection such as reducing carbon dioxide emissions, there has been an effort to develop propulsion ships that use electrical energy stored in power storage devices to drive the propulsion equipment, without using diesel motors. A propulsion vessel has already been proposed, for example, in Patent Document 1.

The storage battery propulsion ship described in Patent Document 1 includes a storage battery propulsion system, and the storage battery propulsion system includes an AC bus, a DC bus, and a charging connection circuit that can connect the AC bus and the DC bus. In the storage battery propulsion system described in Patent Document 1, when charging the storage battery, power is supplied from the land power source to the storage battery via the AC bus, the charging connection circuit, and the DC bus. Furthermore, when the storage battery is discharged, power is supplied from the storage battery to the propulsion device and the DC load via the DC bus.

Japanese Patent Application Publication No. 2016-43715

However, not only the system described in Patent Document 1 mentioned above but also in conventional ships, the inboard bus of the power supply system is generally AC. Therefore, synchronous control of each generator connected to the AC bus is required. For example, in the example shown in FIG. 8, when operating the first generator 26a' and the second generator 26b' at the same time, the first generator 26a' and the second generator 26b' are synchronously controlled. There is a need.

Further, in the system of Patent Document 1, parallel operation of power converters between an AC bus and a DC bus is assumed. For this reason, originally, as illustrated in FIG. 8, insulation would be required to prevent the circulating current flowing through the closed loop formed by the AC bus 11', the power converters 27a' and 27b', and the DC bus 25'. It is necessary to provide a transformer 13'.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to improve a marine power system that uses a power storage device to reduce carbon dioxide emissions and improve fuel efficiency. More specifically, an object of the present invention is to provide a marine power system, a ship, and a method of using the marine power system that can realize lower cost and space saving by converting the inboard bus bar into a DC bus bar. It is to provide.

In order to solve the above problems, a marine power system according to an embodiment of the present invention is a marine power system that drives a propulsion device using electrical energy stored in a power storage device, and includes a DC bus and the DC bus. The power storage device is connected to the bus bar, the propulsion device is connected to the DC bus bar, a plurality of power generating devices are connected to the DC bus bar, and an inboard power supply device is connected to the DC bus bar, Each of the plurality of power generation devices includes a generator and a power conversion device that converts alternating current into direct current, and when charging the battery of the power storage device, from at least one of the power generation devices via the DC bus, Electric power is supplied to the power storage device, and when the battery of the power storage device is discharged, power is supplied from the power storage device to the propulsion device and the inboard power supply device via the DC bus. .

Further, in the method of using a marine power system according to an embodiment of the present invention, the marine power system includes a DC bus, a power storage device connected to the DC bus, and a propulsion device connected to the DC bus. The plurality of power generation devices include a plurality of power generation devices connected to the DC bus, and an inboard power supply device connected to the DC bus, each of the plurality of power generation devices including a generator and a power conversion device that converts alternating current to direct current. The method of use includes a step of supplying power from a battery of the power storage device to the propulsion device and the inboard power supply device via the DC bus without going through the AC bus, and at least one of the power generation devices. The method is characterized by comprising a step of charging the battery of the power storage device by supplying power from the device to the power storage device via the DC bus without going through the AC bus.

According to the present invention, it is possible to provide a marine power system, a vessel, and a method of using the marine power system that can realize lower cost and space saving by using a DC bus as the inboard bus bar.

FIG. 1 is a diagram showing an example of the configuration of a marine power system according to the first embodiment. FIG. 2 is a diagram showing an example of the configuration of the marine power system in the first embodiment. FIG. 3 is a diagram showing an example of the configuration of the marine power system in the first embodiment. FIG. 4 is a diagram showing an example of the configuration of the marine power system in the first embodiment. FIG. 5 is a diagram showing an example of the configuration of the marine power system in the first embodiment. FIG. 6 is a schematic two-sided view showing an example of a ship in the second embodiment. FIG. 7 is a flowchart illustrating an example of a method of using the marine power system according to the third embodiment. FIG. 8 is a diagram showing an example of the configuration of a conventional marine power system.

Hereinafter, a method of using the marine power system 1A, the marine vessel 100, and the marine power system 1 in the embodiment will be described with reference to the accompanying drawings. In the following description, members and parts having the same functions are designated by the same reference numerals, and repeated explanations of members and parts designated by the same reference numerals will be omitted.

(First embodiment)
A marine power system 1A according to a first embodiment will be described with reference to FIGS. 1 to 5. 1 to 5 are diagrams showing an example of the configuration of a marine power system 1A in the first embodiment. FIG. 2 shows how the battery 31 of the power storage device 21 is charged from the power generation device 23 via the DC bus 25. FIG. 3 shows how power is supplied from the power storage device 21 to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25. FIG. 4 shows how the battery 31 of the power storage device 21 is charged from the shore power source via the AC current path 15, the inboard power supply device 24, and the DC bus 25. FIG. 5 shows how power is supplied from the power generation device 23 to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25.

(Composition/effect)
As illustrated in FIG. 1, the marine power system 1A is a system that drives a propulsion device 22 using electrical energy stored in a power storage device 21. The marine power system 1A includes a DC bus 25, a power storage device 21, a propulsion device 22, a plurality of power generators 23, and an inboard power supply device 24. Each of the power storage device 21 , the propulsion device 22 , the plurality of power generators 23 , and the inboard power supply device 24 is connected to a DC bus 25 .

In the example shown in FIG. 1, the marine power system 1A includes two power storage devices 21 (ie, a first power storage device 21a and a second power storage device 21b). Alternatively, the marine power system 1A may include one, or three or more power storage devices 21.

Power storage device 21 can supply power to propulsion device 22 via DC bus 25 . Furthermore, the power storage device 21 can supply power to the inboard power supply device 24 via the DC bus 25 .

Propulsion device 22 includes at least one propulsion device 46 . Each propulsion device 46 has a propeller 49. Propulsion device 22 provides thrust to the vessel by receiving electric power from power storage device 21 via DC bus 25 . In the example shown in FIG. 1, the number of propulsion machines 46 included in the propulsion device 22 is three, but the number of propulsion machines 46 included in the propulsion device 22 may be one, two, or four or more. You can.

Each of the plurality of power generation devices 23 includes a generator 26 and a power conversion device 27 that converts alternating current to direct current. Each of the plurality of power generation devices 23 can supply power to the power storage device 21 via the DC bus 25. Additionally, each of the plurality of power generators 23 may be able to supply power to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25.

The inboard power supply device 24 supplies power to an inboard load device 80 installed on the ship. The inboard load device 80 is, for example, a group starter panel 81, cargo handling equipment 82, and the like. The inboard load device 80 may be an air conditioning device or a lighting device.

The inboard power supply device 24 receives power from the power storage device 21 via the DC bus 25 and supplies the received power to the inboard load device 80 .

As illustrated in FIG. 2, when charging the battery 31 of the power storage device 21, power is supplied from at least one power generation device 23 to the power storage device 21 via the DC bus 25 (as indicated by broken line arrows E1 and E2). reference.). In the example shown in FIG. 2, when charging battery 31 of power storage device 21, power is supplied from at least one power generation device 23 to power storage device 21 via DC bus 25 instead of through the AC bus. By omitting the AC bus bar, the marine power system 1A can be constructed at a lower cost, and space saving of the marine power system 1A can be realized.

As illustrated in FIG. 3, when the battery 31 of the power storage device 21 is discharged, power is supplied from the power storage device 21 to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25 (broken line arrow F1, (See F2, F3, F4, F5.) In the example shown in FIG. 3, when the battery 31 of the power storage device 21 is discharged, power is supplied from the power storage device 21 to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25 instead of the AC bus. . By omitting the AC bus bar, the marine power system 1A can be constructed at a lower cost, and space saving of the marine power system 1A can be realized.

(effect)
As described above, in the first embodiment, by using the power storage device 21, carbon dioxide emissions can be reduced and fuel efficiency can be improved. Further, by employing a DC bus bar as the inboard bus bar, the marine power system 1A can be configured at a lower cost, and space saving of the marine power system 1A can be realized.

(optional additional configuration)
Next, with reference to FIGS. 1 to 5, optional additional configurations that can be employed in the first embodiment will be described.

(Omission of AC busbar and isolation transformer)
In the example shown in FIG. 2, an AC bus bar and an isolation transformer are not interposed between the plurality of power generation devices 23. More specifically, in the example shown in FIG. 2, since the AC bus is omitted, a closed loop is not formed by the AC bus, the power converter 27, and the DC bus 25, and the closed loop is No circulating current flows through. Therefore, there is no need to arrange an isolation transformer between the plurality of power generation devices 23 to prevent circulating current. In the example shown in FIG. 2, in addition to omitting the AC bus bar, an isolation transformer is also omitted, so that the marine power system 1A can be constructed at an even lower cost, resulting in further savings in the marine power system 1A. It is possible to create a space.

(omission of synchronous control)
In the example shown in FIG. 2 , the power converter 27 of each of the plurality of power generating devices 23 controls the output power of the generator 26 of each of the plurality of power generating devices 23 . More specifically, the first power converter 27a of the first power generator 23a controls the output power of the first generator 26a, and the second power converter 27b of the second power generator 23b controls the output power of the second generator 26a. The output power of 26b is controlled.

Furthermore, in the example shown in FIG. 2, since the plurality of power generators 23 are connected via the DC bus 25, the phases of the AC outputs (AC voltage, AC current, AC power) between the plurality of generators are different. No need to synchronize. Therefore, in the example shown in FIG. 2, power can be supplied to the power storage device 21 from the plurality of power generation devices 23 via the DC bus 25 without synchronous control between the plurality of generators 26. .

More specifically, in the example shown in FIG. 2, when power is supplied from both the first power generator 23a and the second power generator 23b to at least one power storage device 21, the AC output of the first power generator 26a There is no need to perform control to synchronize the phase of the AC output of the second generator 26b with the phase of the AC output of the second generator 26b. In other words, power is supplied from the first power generator 23a to the DC bus 25 in a state where the phase of the AC output output by the first generator 26a and the phase of the AC output output by the second generator 26b are shifted. and power supply from the second power generation device 23b to the DC bus 25 can be performed simultaneously.

By omitting synchronized control between the plurality of generators 26, the marine power system 1A can be constructed at an even lower cost, and further space saving of the marine power system 1A can be realized. .

(First power generation device 23a and second power generation device 23b)
In the example shown in FIG. 1, the marine power system 1A includes a first power generation device 23a and a second power generation device 23b. Additionally, the marine power system 1A may include a third power generation device. In other words, the number of power generation devices included in the marine power system 1A may be two, or three or more.

In the example shown in FIG. 1, the first power generator 23a includes a first prime mover 28a such as a diesel engine, a first generator 26a, a first power converter 27a, and a first DC current path 29a. . The first generator 26a converts the kinetic energy received from the first prime mover 28a into AC power. The first power converter 27a converts AC output power from the first generator 26a into DC power. The first DC current path 29a electrically connects the first power converter 27a and the DC bus 25, and supplies DC power from the first power converter 27a to the DC bus 25. In the example shown in FIG. 2, no alternating current path is interposed between the first power converter 27a and the direct current bus 25. In the example shown in FIG. Therefore, the current flowing between the first power converter 27a and the DC bus 25 is exclusively a DC current.

As illustrated in FIG. 1, an air circuit breaker 97 may be disposed between the first generator 26a and the first power converter 27a. Further, a fuse 95 and/or a disconnector 91 may be arranged between the first power converter 27a and the DC bus 25.

In the example shown in FIG. 1, the second power generator 23b includes a second prime mover 28b such as a diesel engine, a second generator 26b, a second power converter 27b, and a second DC current path 29b. . The second generator 26b converts the kinetic energy received from the second prime mover 28b into AC power. The second power converter 27b converts AC output power from the second generator 26b into DC power. The second DC current path 29b electrically connects the second power converter 27b and the DC bus 25, and supplies DC power from the second power converter 27b to the DC bus 25. In the example shown in FIG. 2, no alternating current path is interposed between the second power converter 27b and the direct current bus bar 25. In the example shown in FIG. Therefore, the current flowing between the second power converter 27b and the DC bus 25 is exclusively a DC current.

As illustrated in FIG. 1, an air circuit breaker 97 may be disposed between the second generator 26b and the second power converter 27b. Further, a fuse 95 and/or a disconnector 91 may be arranged between the second power converter 27b and the DC bus 25.

(First power storage device 21a and second power storage device 21b)
In the example shown in FIG. 1, the marine power system 1A includes a first power storage device 21a and a second power storage device 21b. Additionally, the marine power system 1A may include a third power storage device. In other words, the number of power storage devices included in the marine power system 1A may be two, or three or more.

The first power storage device 21a includes a first battery 31a, which is a secondary battery, and a third DC current path 33a. The first battery 31a may be a lithium ion battery or another battery. The third DC current path 33a supplies DC power received from the DC bus 25 to the first battery 31a when charging the first battery 31a. Further, the third DC current path 33a supplies the DC power received from the first battery 31a to the DC bus 25 when the first battery 31a is discharged.

As illustrated in FIG. 1, a switch 98 may be disposed between the first battery 31a and the third DC current path 33a. Furthermore, a fuse 95 and/or a disconnector 91 may be arranged between the third DC current path 33a and the DC bus 25.

The second power storage device 21b includes a second battery 31b, which is a secondary battery, and a fourth DC current path 33b. The second battery 31b may be a lithium ion battery or another battery. The fourth DC current path 33b supplies DC power received from the DC bus 25 to the second battery 31b when charging the second battery 31b. Further, the fourth DC current path 33b supplies the DC power received from the second battery 31b to the DC bus 25 when the second battery 31b is discharged.

As illustrated in FIG. 1, a switch 98 may be disposed between the second battery 31b and the fourth DC current path 33b. Further, a fuse 95 and/or a disconnector 91 may be arranged between the fourth DC current path 33b and the DC bus 25.

(Propulsion device 22)
In the example shown in FIG. 3, the propulsion device 22 includes a first inverter 45a and a first propulsion device 46a. Further, the first propulsion device 46a includes a first electric motor 47a and a first propeller 49a. The first propulsion device 46a may include a first reduction gear 48a that makes the rotation speed of the first propeller 49a smaller than the rotation speed of the output shaft of the first electric motor 47a. The first propeller 49a is, for example, a first main propeller, and by rotating the first propeller 49a, the ship obtains thrust in a direction along the longitudinal axis of the ship.

In the example shown in FIG. 3, the DC bus 25 and the first inverter 45a are connected via a DC current path. A fuse 95 and/or a disconnector 91 may be arranged in the DC current path. The first inverter 45a converts DC power received from the DC bus 25 into AC power. The first electric motor 47a converts the AC power received from the first inverter 45a into rotational kinetic energy around the output shaft of the first electric motor 47a. The first propeller 49a rotates by mechanically transmitting the rotational kinetic energy to the first propeller 49a.

In the example shown in FIG. 3, the propulsion device 22 includes a second inverter 45b and a second propulsion device 46b. Further, the second propulsion device 46b includes a second electric motor 47b and a second propeller 49b. The second propulsion device 46b may include a second reduction gear 48b that makes the rotation speed of the second propeller 49b smaller than the rotation speed of the output shaft of the second electric motor 47b. The second propeller 49b is, for example, a second main propeller, and by rotating the second propeller 49b, the ship obtains thrust in the direction along the longitudinal axis of the ship.

In the example shown in FIG. 3, the DC bus 25 and the second inverter 45b are connected via a DC current path. A fuse 95 and/or a disconnector 91 may be arranged in the DC current path. The second inverter 45b converts the DC power received from the DC bus 25 into AC power. The second electric motor 47b converts the AC power received from the second inverter 45b into rotational kinetic energy around the output shaft of the second electric motor 47b. The rotational kinetic energy is mechanically transmitted to the second propeller 49b, thereby causing the second propeller 49b to rotate.

In the example shown in FIG. 3, the propulsion device 22 includes a third inverter 45c and a third propulsion device 46c. Further, the third propulsion device 46c includes a third electric motor 47c and a third propeller 49c. The third propeller 49c is, for example, a bow thruster, and by rotating the third propeller 49c, the traveling direction of the ship is changed.

In the example shown in FIG. 3, the DC bus 25 and the third inverter 45c are connected via a DC current path. A fuse 95 and/or a disconnector 91 may be arranged in the DC current path. The third inverter 45c converts the DC power received from the DC bus 25 into AC power. The third electric motor 47c converts the AC power received from the third inverter 45c into rotational kinetic energy around the output shaft of the third electric motor 47c. The rotational kinetic energy is mechanically transmitted to the third propeller 49c, thereby causing the third propeller 49c to rotate.

(First inboard power supply device 24a and first system inboard load device 80a)
In the example shown in FIG. 1, the inboard power supply device 24 includes a first inboard power supply device 24a that supplies AC power to the first system inboard load device 80a. The first inboard power supply device 24a includes a first inverter 75a for inboard power supply and a first transformer 77a. A circuit breaker 76 may be disposed between the first inverter 75a for inboard power supply and the first transformer 77a.

In the example shown in FIG. 3, the DC bus 25 and the first inverter 75a for inboard power supply are connected via a DC current path. A fuse 95 and/or a disconnector 91 may be arranged in the DC current path. The first inverter 75a for inboard power supply converts the DC power received from the DC bus 25 into AC power. Moreover, the first transformer 77a converts the AC voltage on the side of the first inverter 75a for inboard power supply into an AC voltage suitable for the first AC current path 15a.

In the example shown in FIG. 3, the marine power system 1A includes a first AC current path 15a, and a first inboard power supply device 24a and at least one inboard load device 80 are installed in the first AC current path 15a. It is connected. In this case, when the battery 31 of the power storage device 21 is discharged, DC power is supplied from the power storage device 21 to the first inboard power supply device 24a via the DC bus 25, and from the first inboard power supply device 24a to the first AC current path. AC power is supplied to at least one inboard load device 80 via 15a.

As illustrated in FIG. 4, a first connector 85a for receiving AC power from a land power source may be connected to the first AC current path 15a. In this case, power is supplied from the shore power source to the power storage device 21 via the first connector 85a, the first AC current path 15a, the first inboard power supply device 24a, and the DC bus 25, so that the power storage device 21 The battery 31 (more specifically, the first battery 31a and/or the second battery 31b) is charged (see broken line arrows J1, J2, and J3). Furthermore, it is also possible to supply power from the shore power supply to the first system inboard load device 80a via the first connector 85a and the first AC current path 15a.

(Second inboard power supply device 24b and second system inboard load device 80b)
In the example shown in FIG. 1, the inboard power supply device 24 includes a second inboard power supply device 24b that supplies AC power to the second system inboard load device 80b. The second inboard power supply device 24b includes a second inverter 75b for inboard power supply and a second transformer 77b. A circuit breaker 76 may be disposed between the second inverter 75b for inboard power supply and the second transformer 77b.

In the example shown in FIG. 3, the DC bus 25 and the second inverter 75b for inboard power supply are connected via a DC current path. A fuse 95 and/or a disconnector 91 may be arranged in the DC current path. The second inverter 75b for inboard power supply converts the DC power received from the DC bus 25 into AC power. Moreover, the second transformer 77b converts the AC voltage on the side of the second inverter 75b for inboard power supply into an AC voltage suitable for the second AC current path 15b.

In the example shown in FIG. 3, the marine power system 1A includes a second AC current path 15b, and a second inboard power supply device 24b and at least one inboard load device 80 are connected to the second AC current path 15b. It is connected. In this case, when the battery 31 of the power storage device 21 is discharged, DC power is supplied from the power storage device 21 to the second inboard power supply device 24b via the DC bus 25, and from the second inboard power supply device 24b to the second AC current path. AC power is supplied to at least one inboard load device 80 via 15b.

As illustrated in FIG. 4, a second connector 85b for receiving AC power from a land power source may be connected to the second AC current path 15b. In this case, power is supplied from the shore power source to the power storage device 21 via the second connector 85b, the second AC current path 15b, the second inboard power supply device 24b, and the DC bus 25, so that the power storage device 21 The battery 31 (more specifically, the first battery 31a and/or the second battery 31b) is charged. Further, it is also possible to supply power from the shore power source to the second system inboard load device 80b via the second connector 85b and the second AC current path 15b.

(Supply of power from the power generation device 23 to the propulsion device 22 and the inboard power supply device 24)
In the example shown in FIG. 5, at least one power generation device 23 (for example, the first power generation device 23a and the second power generation device 23b) supplies power to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25. It is possible (see dashed arrows K1, K2, K3, K4, K5). In this case, in an emergency or the like (for example, when the power storage device 21 does not function), the power generation device 23 can be used to drive or operate the propulsion device 22 and the inboard load device 80.

In the example shown in FIG. 5, when at least one power generation device 23 supplies power to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25, the DC bus 25 and the power storage device 21 are electrically connected to each other. Separated. Alternatively, when the at least one power generation device 23 supplies power to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25, the DC bus 25 and the power storage device 21 are electrically connected. Good too. In this case, power supply from at least one power generation device 23 to the propulsion device 22 and the inboard power supply device 24 and charging of the battery 31 of the power storage device 21 are performed simultaneously.

(Mechanism 25M that mechanically separates the DC bus 25 into a first system DC bus 25a and a second system DC bus 25b)
In the example shown in FIG. 1, the DC bus 25 includes a mechanism 25M that mechanically separates the DC bus 25 into a first system DC bus 25a and a second system DC bus 25b. More specifically, the mechanism 25M includes a bus link 250M.

The bus link 250M is normally in a closed state, and the first system DC bus 25a and the second system DC bus 25b are mechanically and electrically connected. The bus link 250M can be manually changed from a closed state to an open state, and can be manually changed from an open state to a closed state.

In the example shown in FIG. 1, if an abnormality occurs in one of the starboard system and the port system, the port propulsion machine (46a) is The DC bus 25a of the first system that supplies power and the DC bus 25b of the second system that supplies power to the starboard propulsion machine (46b) can be mechanically separated. Further, when an abnormality occurs in one of the starboard system and the port system, the ship can be propelled using only the propulsion device of the normal system.

As described above, the marine power system 1A includes a mechanism 25M (more specifically, a bus link 250M) that mechanically separates the DC bus 25 into the DC bus 25a of the first system and the DC bus 25b of the second system. ), system redundancy is ensured.

(Second embodiment)
A ship 100 according to a second embodiment will be described with reference to FIGS. 1 to 6. FIG. 6 is a schematic two-sided view showing an example of the ship 100 in the second embodiment. A schematic side view is shown on the upper side of FIG. 6, and a schematic bottom view is shown on the lower side of FIG.

(Composition/effect)
As illustrated in FIG. 6, a ship 100 in the second embodiment includes a hull 105. A marine power system 1A (see FIGS. 1 to 5) according to the first embodiment is mounted on the hull 105.

In the example shown in FIG. 6, a first propulsion device 46a having a first propeller 49a is disposed at the rear portion of the hull 105. Further, a second propulsion device 46b having a second propeller 49b is arranged at the rear portion of the hull 105. Further, a third propulsion device 46c having a third propeller 49c is arranged in the front portion of the hull. In the example shown in FIG. 6, cargo handling equipment 82 is arranged on the deck portion of the hull 105.

(effect)
Since the ship 100 in the second embodiment is equipped with the ship power system 1A in the first embodiment, the second embodiment has the same effects as the first embodiment.

(Third embodiment)
A method of using the marine power system 1 according to the third embodiment will be described with reference to FIGS. 1 to 7. FIG. 7 is a flowchart illustrating an example of how to use the marine power system 1 in the third embodiment.

The third embodiment will mainly be explained on the points that are different from the first embodiment and the second embodiment, and explanations that are repetitions of matters already explained in the first embodiment or the second embodiment will be explained. Omitted. Therefore, it goes without saying that even if not explicitly explained in the third embodiment, matters already explained in the first embodiment or the second embodiment can be adopted in the third embodiment. .

(Composition/effect)
The marine power system 1 used in the method of using the marine power system in the third embodiment may be the marine power system 1A in the first embodiment, or may be any other marine power system. You can.

The marine power system 1 includes (1) a DC bus 25, (2) a power storage device 21 connected to the DC bus 25, (3) a propulsion device 22 connected to the DC bus 25, and (4) a DC bus. 25, and (5) an inboard power supply device 24 connected to the DC bus 25. (6) Each of the plurality of power generation devices 23 includes a generator 26 and a power conversion device 27 that converts alternating current to direct current. Since the DC bus 25, power storage device 21, propulsion device 22, power generation device 23, inboard power supply device 24, generator 26, and power conversion device 27 have already been explained in the first embodiment, these configurations will not be repeated. The explanation will be omitted.

As illustrated in FIG. 4, in the first step ST1, the battery 31 of the power storage device 21 is charged by supplying power to the power storage device 21 from the land power source. The first step ST1 is a first charging process. The first charging step is performed while the ship 100 equipped with the ship power system 1 is docked on land.

In the first charging step, electric power is supplied from the shore power source to the power storage device 21 via the first connector 85a, the first AC current path 15a, the first inboard power supply device 24a, and the DC bus 25. Battery 31 (more specifically, first battery 31a and/or second battery 31b) of power storage device 21 is charged. In the first charging step, power is supplied from the shore power source to the power storage device 21 via the second connector 85b, the second AC current path 15b, the second inboard power supply device 24b, and the DC bus 25. It may also include charging the battery 31 (more specifically, the first battery 31a and/or the second battery 31b) of the power storage device 21.

In the second step ST2, the ship 100 equipped with the ship power system 1 leaves the shore.

In the third step ST3, the battery 31 of the power storage device 21 is discharged. The third step ST3 is a discharge process. In the discharging step, power is supplied from the battery 31 of the power storage device 21 to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25 without going through the AC bus.

In the example shown in FIG. 3, in the discharging process, the propeller 49 is driven by power being supplied from the battery 31 to the propulsion device 22 via the DC bus 25. In this way, the ship gains thrust. In the example shown in FIG. 3, in the discharging process, the battery 31 is connected to the inboard load device 80 (for example, the collective starter panel 81, By supplying electric power to the cargo handling equipment 82, air conditioning equipment, lighting equipment, etc., the inboard load device 80 is driven or operated.

In the example shown in FIG. 3, the propulsion device 22 and the inboard power supply device 24 are connected to the DC bus 25, and the first power storage device 21a is connected to the DC bus 25. Therefore, in the discharging step (second step ST2), the first power storage device 21a supplies power to the propulsion device 22 via the DC bus 25, and the first power storage device 21a supplies power to the propulsion device 22 via the DC bus 25. It is possible to simultaneously supply power to the power supply device 24.

Further, in the example shown in FIG. 3, the first power storage device 21a and the second power storage device 21b are connected to the DC bus 25. Therefore, in the discharging process, power is supplied from the first battery 31a of the first power storage device 21a to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25, and the second battery of the second power storage device 21b is supplied with power. 31b can simultaneously supply power to the propulsion device 22 and the inboard power supply device 24 via the DC bus 25.

As illustrated in FIG. 2, in fourth step ST4, battery 31 of power storage device 21 is charged. The fourth step ST4 is a second charging process. The second charging step is performed, for example, in a state where the ship 100 equipped with the ship power system 1 is off shore from land.

In the second charging step (fourth step ST4), power is supplied from at least one power generation device 23 to the power storage device 21 via the DC bus 25 without going through the AC bus, so that the battery of the power storage device 21 31 is charged.

In the example shown in FIG. 2, the first power generation device 23a and the second power generation device 23b are connected to the DC bus 25, and the first power storage device 21a is connected to the DC bus 25. In this case, in the second charging step (fourth step ST4), the first power generation device 23a supplies power to the first battery 31a of the first power storage device 21a via the DC bus 25, and the second power generation device 23b may simultaneously supply power to the first battery 31a of the first power storage device 21a via the DC bus 25. Further, in the second charging step (fourth step ST4), the first generator 26a of the first power generator 23a and the second generator 26b of the second power generator 23b are operated asynchronously, and the first The power generation device 23a supplies power to the first battery 31a of the first power storage device 21a through the DC bus 25, and the second power generation device 23b supplies power to the first battery 31a of the first power storage device 21a through the DC bus 25. Supplying power to the battery 31a may be performed simultaneously.

In the example shown in FIG. 2, the first power generation device 23a and the second power generation device 23b are connected to the DC bus 25, and the second power storage device 21b is connected to the DC bus 25. In this case, in the second charging step (fourth step ST4), the first power generation device 23a supplies power to the second battery 31b of the second power storage device 21b via the DC bus 25, and the second power generation device 23b may simultaneously supply power to the second battery 31b of the second power storage device 21b via the DC bus 25. Further, in the second charging step (fourth step ST4), the first generator 26a of the first power generator 23a and the second generator 26b of the second power generator 23b are operated asynchronously, and the first The power generation device 23a supplies power to the second battery 31b of the second power storage device 21b through the DC bus 25, and the second power generation device 23b supplies power to the second battery 31b of the second power storage device 21b through the DC bus 25. Supplying power to the battery 31b may be performed simultaneously.

(effect)
In the method of using the marine power system 1 according to the third embodiment, power is supplied from at least one power generation device 23 to the power storage device 21 via the DC bus 25 without going through the AC bus. 21 batteries 31 can be charged. Therefore, the space-saving marine power system 1 can be used efficiently by omitting the AC bus bar. Further, when power is supplied from the plurality of power generating devices 23 to the power storage device 21 via the DC bus 25, it is not necessary to operate the plurality of generators 26 of the plurality of power generating devices 23 synchronously. In other words, since an AC bus is not interposed between the plurality of power generation devices 23 and the DC bus 25, there is no need to operate the plurality of generators 26 of the plurality of power generation devices 23 synchronously. Furthermore, since no AC bus is interposed between the plurality of power generators 23 and the DC bus 25, the problem of circulating current does not occur. Therefore, an isolation transformer for preventing circulating current can be omitted.

It is clear that the present invention is not limited to the above-described embodiments or modified examples, and that each embodiment or modified example can be modified or changed as appropriate within the scope of the technical idea of the present invention. Further, various techniques used in each embodiment or each modification can be applied to other embodiments or other modifications as long as no technical contradiction occurs. Furthermore, any additional configurations in each embodiment or each modification can be omitted as appropriate.

1, 1A... Ship power system, 11'... AC bus bar, 13'... Isolation transformer, 15... AC current path, 15a... First AC current path, 15b... Second AC current path, 21... Power storage device, 21a... First power storage device, 21b... Second power storage device, 22... Propulsion device, 23... Power generation device, 23a... First power generation device, 23b... Second power generation device, 24... Inboard power supply device, 24a... First inboard power supply device, 24b...Second inboard power supply device, 25...DC bus, 25a...DC bus of the first system, 25b...DC bus of the second system, 25M...DC bus as the DC bus of the first system and the DC bus of the second system. 25'...DC bus, 26... Generator, 26a... First generator, 26a'... First generator, 26b... Second generator, 26b'... Second generator, 27 ...Power converter, 27a...First power converter, 27b...Second power converter, 27a', 27b'...Power converter, 28a...First prime mover, 28b...Second prime mover, 29a...First DC current path , 29b...second DC current path, 31...battery, 31a...first battery, 31b...second battery, 33a...third DC current path, 33b...fourth DC current path, 45a...first inverter, 45b...th 2 inverter, 45c...third inverter, 46...propulsion device, 46a...first propulsion device, 46b...second propulsion device, 46c...third propulsion device, 47a...first electric motor, 47b...second electric motor, 47c...th 3 electric motor, 48a...first reducer, 48b...second reducer, 49...propeller, 49a...first propeller, 49b...second propeller, 49c...third propeller, 75a...first inverter for inboard power supply, 75b... Second inverter for onboard power supply, 76...Circuit breaker, 77a...First transformer, 77b...Second transformer, 80...Inboard load device, 80a...Inboard load device of the first system, 80b...Inboard load of the second system 81... Collective starter panel, 82... Cargo handling equipment, 85a... First connector, 85b... Second connector, 91... Disconnector, 95... Fuse, 97... Air circuit breaker, 98... Switch, 100... Ship , 105...hull, 250M...bus link

In order to solve the above problems, a marine power system according to an embodiment of the present invention is a marine power system that drives a propulsion device using electrical energy stored in a power storage device, and includes a DC bus and the DC bus. The power storage device is connected to the bus bar, the propulsion device is connected to the DC bus bar, a plurality of power generating devices are connected to the DC bus bar, and an inboard power supply device is connected to the DC bus bar, The inboard power supply device is connected to the DC bus and a first AC current path, receives DC power via the DC bus, and supplies AC power to the first system inboard load via the first AC current path. and a first inboard power supply device that is connected to the DC bus and a second AC current path, receives DC power via the DC bus, and supplies an inboard load of a second system via the second AC current path. and a second inboard power supply device that supplies AC power to the vessel, and the second AC current path to which the second system of inboard loaders is connected is connected to the second inboard power supply device to which the first system of inboard loaders is connected. 1 AC current path, each of the plurality of power generation devices includes a generator and a power conversion device that converts AC into DC, and when charging the battery of the power storage device, at least one Electric power is supplied from the power generation device to the power storage device via the DC bus, and when the battery of the power storage device is discharged, power is supplied from the power storage device to the propulsion device and the inboard power supply via the DC bus. The apparatus is characterized in that power is supplied to the apparatus. Alternatively, the marine power system in the embodiment of the present invention is a marine power system that drives a propulsion device using electrical energy stored in a power storage device, and includes a DC bus and a power supply system connected to the DC bus. the power storage device connected to the DC bus, the propulsion device connected to the DC bus, a plurality of power generation devices connected to the DC bus, and an inboard power supply device connected to the DC bus, the inboard power supply device a first inboard power supply device that receives DC power via the DC bus and supplies AC power to the inboard load of the first system via a first AC current path; and a second inboard power supply device that receives AC power and supplies AC power to an inboard load device of a second system via a second AC current path, and the DC bus connects the DC bus to a DC bus of a first system and a second inboard power supply device. a mechanism for mechanically separating the DC buses of the first system and the DC bus of the second system, and when the DC bus of the first system and the DC bus of the second system are mechanically separated, The first alternating current path to be connected and the second alternating current path to which the inboard load of the second system is connected are configured to be completely electrically separated, and Each includes a generator and a power converter that converts alternating current to direct current, and when charging the battery of the power storage device, power is supplied from at least one of the power generators to the power storage device via the DC bus. When the battery of the power storage device is discharged, power is supplied from the power storage device to the propulsion device and the inboard power supply device via the DC bus.

Further, in the method of using a marine power system according to an embodiment of the present invention, the marine power system includes a DC bus, a power storage device connected to the DC bus, and a propulsion device connected to the DC bus. The inboard power supply device includes a plurality of power generation devices connected to the DC bus and an inboard power supply device connected to the DC bus, the inboard power supply device being connected to the DC bus and a first AC current path, a first inboard power supply device that receives DC power via a busbar and supplies AC power to a first system of inboard loads via the first AC current path; and a first inboard power supply device connected to the DC busbar and a second AC current path. a second inboard power supply device that receives DC power via the DC bus and supplies AC power to the inboard load device of the second system via the second AC current path; The second AC current path to which the load device is connected is provided independently of the first AC current path to which the first system inboard load device is connected, and each of the plurality of power generation devices and a power conversion device that converts alternating current to direct current, and the method of use includes: transmitting power from the battery of the power storage device to the propulsion device and the inboard power supply device via the direct current bus without going through the alternating current bus. a step of supplying electric power; and a step of charging the battery of the power storage device by supplying power from at least one of the power generation devices to the power storage device via the DC bus without going through the AC bus. It is characterized by comprising the following.

Claims (6)

A marine power system that drives a propulsion device using electrical energy stored in a power storage device,
DC bus,
the power storage device connected to the DC bus;
the propulsion device connected to the DC bus;
a plurality of power generation devices connected to the DC bus;
and an inboard power supply device connected to the DC bus,
Each of the plurality of power generation devices includes a generator and a power conversion device that converts alternating current to direct current,
When charging the battery of the power storage device, power is supplied from at least one of the power generation devices to the power storage device via the DC bus,
When the battery of the power storage device is discharged, power is supplied from the power storage device to the propulsion device and the inboard power supply device via the DC bus. The marine power system according to claim 1, wherein when charging the battery of the power storage device, power is supplied from at least one of the power generation devices to the power storage device via the DC bus rather than through the AC bus. . The power system for a ship according to claim 1, wherein an AC bus bar and an isolation transformer are not interposed between the plurality of power generation devices. The power conversion device of each of the plurality of power generation devices controls the output power of the generator of each of the plurality of power generation devices,
The marine power system according to claim 1, wherein power can be supplied to the power storage device from the plurality of power generation devices via the DC bus bar without synchronous control between the plurality of power generators. . A marine power system according to any one of claims 1 to 4,
A ship comprising: a hull on which the marine power system is mounted; A method of using a marine power system, the method comprising:
The marine power system includes:
DC bus,
a power storage device connected to the DC bus;
a propulsion device connected to the DC bus;
a plurality of power generation devices connected to the DC bus;
and an inboard power supply device connected to the DC bus,
Each of the plurality of power generation devices includes a generator and a power conversion device that converts alternating current to direct current,
The usage method is as follows:
supplying power from the battery of the power storage device to the propulsion device and the inboard power supply device via the DC bus without passing through the AC bus;
a step of charging the battery of the power storage device by supplying power from at least one power generation device to the power storage device via the DC bus without going through the AC bus. How to use the system.

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