JP5675928B2 - Ship integrated control apparatus and ship equipped with the same - Google Patents

Description

  TECHNICAL FIELD The present invention relates to a ship integrated control device and a ship equipped with the same, and more particularly, to rotation speed synchronization control of a two-machine two-axis steam turbine ship.

  Generally, in a two-machine two-shaft steam turbine ship having two propulsion shafts that rotate a propeller and two propulsion steam turbines that drive the propulsion shaft, a steam generator that supplies steam to the propulsion steam turbine, and propulsion There are two main engine remote control devices for controlling the industrial steam turbine. The propulsion devices including the propulsion steam turbine, the steam generator, the propulsion shaft, the main engine remote control device, and the like are independent from each other on each shaft. Regarding the control of a two-machine two-shaft steam turbine, Patent Document 1 discloses an invention for automatically performing a rotational speed synchronization operation during turning.

JP-A-6-108803

However, during normal operation of the steam turbine, the output of one of the steam turbines decreases due to the difference in characteristics or malfunctions of the steam generators such as boilers that supply the steam to each steam turbine, and the rotation speeds of both propulsion shafts are synchronized. There was a problem that I could not.
The invention disclosed in Patent Document 1 relates to a synchronizing device at the time of turning, and does not disclose automatic synchronization of the rotational speed during normal operation.

  The present invention has been made in view of such circumstances, and is an integration of a ship that has two steam turbines and can synchronize the rotation speeds of two propulsion shafts driven by each steam turbine. It aims at providing a control apparatus and a ship provided with the same.

In order to solve the above-described problems, the ship integrated control apparatus of the present invention and a ship equipped with the same employ the following means.
That is, the ship integrated control apparatus according to the present invention includes a steam turbine, a propulsion shaft connected to the steam turbine, a steam generator for supplying steam to the steam turbine, and a main engine control apparatus for controlling the steam turbine. And an integrated control device that integrally controls two propulsion devices each having a rotation speed that increases or decreases the speed of each of the propulsion shafts so as to coincide with the command speed according to the operation signal of the ship speed command. Each main machine control device is controlled so as to perform number control.

Since a signal for controlling the operation of each steam turbine is transmitted from the integrated control device to each main engine control device in accordance with the rotation speed of the propulsion shaft, the operation can be controlled for each steam turbine. Therefore, it becomes possible to synchronize the rotation speed of both propulsion shafts.
In addition, the rotational speed of each steam turbine is controlled. For this reason, even when the number of steams corresponding to the command speed corresponding to the operation signal of the ship speed command is supplied, even if the speed of each propulsion shaft becomes less than the command speed, The speed of the propulsion shaft can be increased so as to match the indicated speed. In addition, if the number of revolutions of each propulsion shaft exceeds the indicated number of revolutions when supplying the steam amount corresponding to the designated number of revolutions, the number of revolutions of each propulsion shaft is indicated by decreasing the supply of steam amount. The speed can be reduced to match the rotational speed. Therefore, when the command rotation speed is the same for both propulsion shafts, the rotation speeds of both propulsion shafts can be synchronized.

  Furthermore, the ship integrated control device according to the present invention stops the operation of one of the steam turbines stopped by the one main engine control device when one of the propulsion devices stops and the instruction output decreases. The other main engine control device is characterized in that output control is performed to increase or decrease the output of the other steam turbine so as to coincide with the command output.

  When one steam turbine is damaged or a problem occurs in the propulsion unit and one propulsion unit must be stopped, one main unit control unit stops one steam turbine and the other main unit control unit sets the other This steam turbine is transmitted with a signal for output control to increase or decrease the output so as to coincide with the instruction output corresponding to the instruction rotational speed at the time of operating both propulsion devices. Therefore, the other propulsion device having the other steam turbine can generate an instruction output corresponding to the instruction rotational speed during operation of both propulsion devices.

  In addition, even when there is no malfunction in both propulsion devices, it is possible to stop one steam turbine and generate an instruction output corresponding to the commanded rotational speed during operation of both propulsion devices by the other propulsion device. Become. Compared to the case where both steam turbines are operated under partial load, when one of the steam turbines is operated at a high load, the turbine performance of the operating steam turbine is improved. Therefore, fuel consumption of the steam turbine can be reduced. Therefore, the fuel cost can be reduced.

  Furthermore, according to the ship integrated control device according to the present invention, each propulsion device has a shaft generator at the other end of each steam turbine, and each shaft power generation according to the output of each propulsion device. It is characterized by control of the output destination of the power of the machine and output control for increasing or decreasing the output of each steam turbine by each main engine control device.

Since the output destination of the power generated by the shaft generator is controlled (for example, the shaft generator on the other propulsion device side as the output destination), power is supplied to the shaft generator on the propulsion device side that is insufficiently loaded. (In this case, the shaft generator on the supplied side operates as an electric motor). Therefore, the propulsion device with insufficient load can be energized. Further, the integrated control device transmits a signal to both main engine control devices so as to control the output of each propulsion steam turbine. Therefore, the outputs of the propulsion devices can be synchronized, and the rotation speeds of both propulsion shafts can be synchronized.
The shaft generator operates as a generator when supplying electric power, and operates as an electric motor (motor) when supplied with electric power.

  Moreover, the ship which concerns on this invention was provided with the said integrated control apparatus of the said ship in any one of the above.

  Since the rotation speeds of the two propulsion shafts can be synchronized, the burden on the operator can be reduced, and the propulsion efficiency of the ship can be improved. Further, when one of the propulsion devices is damaged, the other propulsion device can be operated, so that reliability of operation can be maintained.

  Since a signal for controlling the operation of each steam turbine is transmitted from the integrated control device to each main engine control device according to any of the operation status of the propulsion device, the output of the propulsion device, and the rotation speed of the propulsion shaft The operation can be controlled for each steam turbine. Therefore, it becomes possible to synchronize the rotation speed of both propulsion shafts.

It is a schematic block diagram of the propulsion apparatus provided with the integrated control apparatus which concerns on 1st Embodiment of this invention. It is a flowchart which shows control of the integrated control apparatus shown in FIG. 1 in the port navigation of a ship. It is a flowchart which shows control of the integrated control apparatus shown in FIG. 1 in the open sea navigation of a ship. It is a schematic block diagram of the propulsion apparatus when the starboard side propulsion apparatus shown in FIG. 1 which concerns on 2nd Embodiment stops. It is a flowchart which shows control of the integrated control apparatus shown in FIG. It is a schematic block diagram of the propulsion apparatus when the starboard side reheater shown in FIG. 1 which concerns on 3rd Embodiment stops. It is a flowchart which shows control of the integrated control apparatus shown in FIG. It is a schematic block diagram of the propulsion apparatus when both the reheaters shown in FIG. 1 which concern on 4th Embodiment stop. It is a flowchart which shows control of the integrated control apparatus shown in FIG. 8 in the open sea navigation of a ship.

[First Embodiment]
FIG. 1 shows a schematic configuration diagram of a propulsion apparatus including an integrated ship control device according to the first embodiment of the present invention.
The steam turbine ship according to the present embodiment includes two (for starboard and port) propulsion devices 1A and 1B and one integrated control device 2.
The propulsion devices 1A and 1B are installed in an engine room (not shown) below the deck. Each propulsion device 1A, 1B includes propulsion steam turbines (steam turbines) 3A, 3B, speed reducers 11A, 11B, steam generators 14A, 14B, propulsion shafts 19A, 19B, and a shaft generator (shaft power generation). Machine) 21A, 21B and main machine remote control devices (main machine control devices) 22A, 22B. One power control system 23 is electrically connected between the two propulsion devices 1A and 1B.

The propulsion steam turbines 3A and 3B are reheat turbines, the forward low pressure turbines 4A and 4B, the forward high pressure turbines 6A and 6B, the forward intermediate pressure turbines 7A and 7B, and the reverse turbines 5A and 5B. It has. The forward low pressure turbine 4A, the forward high pressure turbine 6A, and the forward intermediate pressure turbine 7A constitute one main engine. Similarly, the forward low-pressure turbine 4B, the forward high-pressure turbine 6B, and the forward intermediate-pressure turbine 7B constitute one main engine. In the main engine, the forward low-pressure turbines 4A and 4B and the reverse turbines 5A and 5B are connected via a single turbine shaft (not shown). The forward high pressure turbines 6A and 6B and the forward intermediate pressure turbines 7A and 7B are connected to each other via a single turbine shaft (not shown). Further, shaft generators 21A and 21B are connected to the bow side of the forward high pressure turbines 6A and 6B.
The propulsion steam turbines 3A and 3B are provided with a nozzle valve (not shown) for adjusting the amount of supplied steam, and the nozzle valve is provided with a lift sensor (not shown) for detecting acceleration / deceleration. ing.

  The speed reducers 11A and 11B include high pressure turbine side first speed reducers 9A and 9B, low pressure turbine side first speed reducers 10A and 10B, and second speed reducers 8A and 8B. The high-pressure turbine side first reduction gears 9A and 9B, the low-pressure turbine side first reduction gears 10A and 10B, and the second reduction gears 8A and 8B are provided on the stern side of the propulsion steam turbines 3A and 3B. The turbine shafts of the forward intermediate pressure turbines 7A and 7B are connected to the high-pressure turbine side first reduction gears 9A and 9B. The turbine shafts of the forward low-pressure turbines 4A and 4B are connected to the first low-speed turbine speed reducers 10A and 10B. The second reducers 8A and 8B are connected to the other ends of the high-pressure turbine side first reducers 9A and 9B and the low-pressure turbine side first reducers 10A and 10B.

The steam generators 14A and 14B include main boilers 12A and 12B and reheaters 13A and 13B.
The propulsion shafts 19A and 19B have intermediate shafts 16A and 16B, propeller shafts 17A and 17B, and clutches 18A and 18B. The intermediate shafts 16A and 16B are connected to the second reduction gears 8A and 8B. Further, propeller shafts 17A and 17B are connected to the other ends of the intermediate shafts 16A and 16B via clutches 18A and 18B. The clutches 18A and 18B are separated or fitted between the propeller shafts 17A and 17B and the intermediate shafts 16A and 16B by being fitted and detached. Propellers 15A and 15B, which are fixed pitch propellers, are provided at the other ends of the propeller shafts 17A and 17B.
The propeller shafts 17A and 17B are provided with a rotational speed transmitter (not shown) and an output detector (not shown).
The shaft generators 21A and 21B are connected to the bow side of the propulsion steam turbines 3A and 3B via speed reducers 20A and 20B.

The main engine remote control devices 22A and 22B are provided in an engine control room (not shown) provided in the engine room. The main machine remote control devices 22A and 22B include a rotation speed transmitter and an output detector provided on the propeller shafts 17A and 17B. The rotation speed of the propeller shafts 17A and 17B (hereinafter referred to as “actual rotation speed”) and shaft output ( (Hereinafter referred to as “actual shaft output”), power signals generated or consumed by the shaft generators 21A and 21B, and operation signals (operation information) from the integrated control device 2 are input.
The main engine remote control devices 22A and 22B control the start, stop, forward / reverse, and acceleration / deceleration of the propulsion steam turbines 3A and 3B by controlling the valve lifts of the nozzle valves provided in the propulsion steam turbines 3A and 3B. I do. The main engine remote control devices 22A and 22B have a central processing unit (not shown) that calculates the indicated valve lift of the nozzle valves of the propulsion steam turbines 3A and 3B according to the indicated rotational speed or the indicated output. Yes.
The main engine remote control devices 22A and 22B calculate the indicated rotational speeds of the propeller shafts 17A and 17B corresponding to the operation signals transmitted by the boat operator by the central processing unit. Further, the central processing unit calculates the instruction valve lift of the nozzle valves of the propulsion steam turbines 3A and 3B corresponding to the instruction rotational speed and the instruction output. Further, the central processing unit calculates instruction outputs of the propulsion steam turbines 3A and 3B according to the operation signal transmitted by the operator.
The main engine remote control devices 22A and 22B control the amount of steam supplied to the propulsion steam turbines 3A and 3B so as to coincide with the indicated rotational speed calculated from the operation signal transmitted by the ship operator while the ship is navigating the port. Then, rotation speed control is performed to increase or decrease the rotation speed of each propulsion steam turbine 3A, 3B. Further, the main engine remote control devices 22A and 22B propel each propulsion so that they coincide with the indicated valve lifts of the nozzle valves of the propulsion steam turbines 3A and 3B calculated from the operation signal transmitted by the operator when the ship is sailing in the open sea. Valve lift control is performed in which the nozzle valves of the steam turbines 3A and 3B are controlled. However, depending on the selected control method, the main engine remote control devices 22A and 22B can control the valve lift control, the rotation speed control, the total output of the propulsion devices 1A and 1B, and the electric power and propeller generated or consumed by the shaft generators 21A and 21B. Output control for supplying the steam amount to the propulsion steam turbines 3A and 3B is performed so as to coincide with the instruction output calculated from the shaft outputs of the shafts 17A and 17B.

  A power management system (PMS: Power Management System) 23 is provided in the engine control room. The power control system 23 monitors, controls, and protects electric power generated by the shaft generators 21A and 21B and a generator (not shown) provided in the engine room. The electric power control system 23 distributes electric power to inboard electric power such as a driving power source for in-vehicle equipment (not shown) installed in the engine room and inboard lighting.

  The integrated control device 2 is provided in a central control panel (not shown) installed in the engine control room. The integrated control device 2 generates or consumes the actual rotational speed and actual shaft output signals obtained from the rotational speed transmitters and output detectors provided on the propeller shafts 17A and 17B, and the shaft generators 21A and 21B. A power signal and driving information of the propulsion devices 1A and 1B are input.

Next, an operation method of the propulsion devices 1A and 1B when the marine vessel moves forward will be described.
The main steam generated in the main boilers 12A and 12B is supplied to the forward high pressure turbines 6A and 6B via the nozzle valves. The main steam that has flowed into the high-pressure turbines 6A and 6B for advancing is flowing in a nozzle (not shown), and the thermal energy held therein is converted into kinetic energy to become high-speed flowing steam. The high-speed flowing steam acts on turbine blades (not shown) to rotate and drive the turbine shafts of the forward high-pressure turbines 6A and 6B.

  The steam that has passed through the high-pressure turbines 6A and 6B for advance is led to the reheaters 13A and 13B. The steam guided to the reheaters 13A and 13B is re-superheated and heated to the saturation temperature or higher to be superheated steam. The superheated steam is supplied to the forward intermediate pressure turbines 7A and 7B.

  Superheated steam is led from the reheaters 13A and 13B to the forward intermediate pressure turbines 7A and 7B. Like the forward high-pressure turbines 6A and 6B, the superheated steam supplied to the forward intermediate-pressure turbines 7A and 7B is converted into kinetic energy while flowing in a nozzle (not shown). It becomes high-speed flowing steam. The high-speed flowing steam acts on turbine blades (not shown) to further rotate and drive the turbine shafts of the high-pressure turbines 6A and 6B for advancement. The steam that has passed through the forward intermediate pressure turbines 7A and 7B is guided to the forward low pressure turbines 4A and 4B.

  The steam guided to the forward low-pressure turbines 4A and 4B, like the forward high-pressure turbines 6A and 6B and the forward intermediate-pressure turbines 7A and 7B, is stored in the thermal energy stored in the nozzle (not shown). Is converted into kinetic energy, resulting in high-speed flowing steam. The high-speed flowing steam acts on turbine blades (not shown) to rotate and drive the turbine shafts of the forward low-pressure turbines 4A and 4B.

The output of the turbine shaft driven by the forward high pressure turbines 6A, 6B and the forward intermediate pressure turbines 7A, 7B is reduced by the high pressure turbine side first speed reducers 9A, 9B. The outputs of the turbine shafts of the low-pressure turbines 4A and 4B for advance are reduced by the first low-speed turbine reducers 10A and 10B. The outputs of the high-pressure turbine side first reduction gears 9A and 9B and the low-pressure turbine side first reduction gears 10A and 10B are transmitted to the second reduction gears 8A and 8B. The outputs of the high-pressure turbine side first reducers 9A and 9B and the low-pressure turbine side first reducers 10A and 10B are combined into one output by the second reducers 8A and 8B. The combined output is further reduced in the second reduction gears 8A and 8B.
The reduced output is transmitted to the intermediate shafts 16A and 16B. The output transmitted to the intermediate shafts 16A and 16B is transmitted to the propeller shafts 17A and 17B when the clutches 18A and 18B are engaged. When the output is transmitted from the intermediate shafts 16A and 16B to the propeller shafts 17A and 17B, the propellers 15A and 15B are rotationally driven to generate thrust. On the other hand, when the clutches 18A and 18B are disengaged, the outputs of the intermediate shafts 16A and 16B are not transmitted to the propeller shafts 17A and 17B. Since no output is transmitted to the propeller shafts 17A and 17B, the propellers 15A and 15B are not rotationally driven and no thrust is generated. When the clutches 18A and 18B are disengaged, the effect of idling is not transmitted to the propulsion steam turbines 3A and 3B even if the propellers 15A and 15B are idling.

  The reduction gears 20A and 20B on the bow side are driven by rotationally driving the turbine shafts of the forward high pressure turbines 6A and 6B and the forward intermediate pressure turbines 7A and 7B. The shaft generators 21A and 21B are driven by driving the speed reducers 20A and 20B on the bow side. As a result, the shaft generators 21A and 21B operate as generators that generate electric power. Further, the shaft generators 21A and 21B can operate as electric motors (motors) for output energization by being supplied with electric power.

Next, based on FIG. 2, the control in the case where the actual rotation speed of the propeller shaft according to the ship speed instruction issued by the vessel operator while the ship is navigating the harbor will be described.
The ship operator transmits a ship speed instruction operation signal by means of an engine telegraph (not shown) provided on a control panel (not shown) installed on the bridge (not shown) (S1). The transmitted operation signal is transmitted to the integrated control device 2 (see FIG. 1) provided in the central control panel. Each propulsion device 1A, 1B has a ship speed instruction issued by the operator due to the dirt on the propellers 15A, 15B due to long-term navigation of the ship and the difference in the steam generation status of each of the steam generators 14A, 14B. The actual rotational speed of the propeller shafts 17A and 17B may not reach the indicated rotational speed according to the operation signal. The integrated control device 2 transmits a signal so that the propulsion steam turbines 3A and 3B are controlled by the rotational speed control to the main engine remote control devices 22A and 22B (S2). The main engine remote control devices 22A and 22B control the amount of steam supplied to the propulsion steam turbines 3A and 3B so as to coincide with the indicated rotational speed calculated from the operation signal transmitted by the operator, and the propulsion steam turbine 3A. , 3B is controlled to increase or decrease the speed. Each main machine remote control device 22A, 22B calculates a command rotation number corresponding to the operation signal, and transmits a rotation command signal to the nozzle valves of the propulsion steam turbines 3A, 3B (S3, S3 ′). The opening degree of the nozzle valves of the propulsion steam turbines 3A and 3B is controlled so as to increase and decrease the speed of the propulsion steam turbines 3A and 3B in accordance with an instruction signal for the rotational speed. In addition, signals of the actual rotational speeds and actual shaft outputs of the propeller shafts 17A and 17B are transmitted to the integrated control device 2 provided in the central control panel (S4, S4 '). In the control of the nozzle valves of the propulsion steam turbines 3A and 3B, steps S4 and S4 ′ are repeated so that the actual rotational speeds of the propeller shafts 17A and 17B coincide with the indicated rotational speeds (S5 and S5 ′). After the actual rotational speed of each propeller shaft 17A, 17B reaches the indicated rotational speed, the signals of the actual rotational speed and the actual shaft output of each propeller shaft 17A, 17B are sent to the central control panel (S6, S6 ') and each It is transmitted to the main machine remote control devices 22B and 22A (S7, S7 ').

  Even after the actual rotational speed of each propeller shaft 17A, 17B reaches the indicated rotational speed, the actual rotational speed and the actual shaft output of each propeller shaft 17A, 17B are successively monitored, and the indicated rotational speed and actual rotational speed are When there is a deviation, the rotational speed control is performed so that the actual rotational speeds of the propeller shafts 17A and 17B are increased or decreased so as to coincide with the designated rotational speed.

Next, based on FIG. 3, the control in the case where the actual rotation speed of the propeller shaft in accordance with the operation signal of the ship speed instruction issued by the operator while the ship is navigating to the ocean will be described.
The ship operator transmits an operation signal for ship speed instruction by an engine telegraph provided on a control panel installed on the bridge (S11). The transmitted operation signal is transmitted to the integrated control device 2 provided in the central control panel. Each propulsion device 1A, 1B responds to the ship speed instruction issued by the operator due to the dirt on the propellers 15A, 15B due to the long-term navigation of the ship and the difference in the steam generation status of each steam generator 14A, 14B. The indicated rotational speed may not reach the actual rotational speed of the propeller shafts 17A and 17B. The integrated control device 2 controls the propulsion steam turbines 3A, 3B by the indicator valve lift of the nozzle valves of the propulsion steam turbines 3A, 3B calculated from the operation signals transmitted by the vessel operator to the main engine remote control devices 22A, 22B. After performing valve lift control for controlling acceleration / deceleration, a signal is transmitted so as to control each propulsion steam turbine 3A, 3B by rotational speed control (S12).

  Each main machine remote control device 22A, 22B first performs valve lift control as a control method. Each main engine remote control device 22A, 22B calculates an instruction valve lift in accordance with the operation signal, and transmits a valve lift instruction signal to the nozzle valve of each propulsion steam turbine 3A, 3B (S13, S13 '). The opening degree of the nozzle valves of the propulsion steam turbines 3A, 3B is controlled so as to increase or decrease the speed of the propulsion steam turbines 3A, 3B in accordance with a valve lift instruction signal (S14, S14 '). In the control of the nozzle valves of the propulsion steam turbines 3A and 3B, steps S14 and S14 'are repeated so that the valve lift matches the indicator valve lift (S15 and S15'). After the valve lifts of the nozzle valves of the propulsion steam turbines 3A and 3B reach the instruction valve lift, the main engine remote control devices 22A and 22B perform rotation speed control as a control method of the propulsion steam turbines 3A and 3B. (S16, S16 '). Each main machine remote control device 22A, 22B calculates the command rotation speed according to the operation signal. The nozzle valves of the propulsion steam turbines 3A and 3B are controlled so as to increase and decelerate the propulsion steam turbines 3A and 3B in accordance with the rotation speed instruction signal (S17, S17 '). In the control of the nozzle valves of the propulsion steam turbines 3A and 3B, steps S17 and S17 'are repeated so that the actual rotational speeds of the propeller shafts 17A and 17B coincide with the designated rotational speeds (S18 and S18'). After the actual rotational speed of each propeller shaft 17A, 17B reaches the indicated rotational speed, the actual rotational speed of each propeller shaft 17A, 17B, the actual shaft output, and the power signal generated by each shaft generator 21A, 21B It is transmitted to the central control panel (S19, 19 ′) and the main machine remote control devices 22A, 22B (S20, S20 ′).

  Even after the actual rotational speed of each propeller shaft 17A, 17B reaches the indicated rotational speed, the actual rotational speed and the actual shaft output of each propeller shaft 17A, 17B are successively monitored, and the indicated rotational speed and actual rotational speed are When a deviation occurs, the rotational speed control is performed to increase or decrease the actual rotational speed of each of the propeller shafts 17A and 17B so as to coincide with the designated rotational speed.

As described above, the ship integrated control device 2 according to the present embodiment and the ship provided with the same have the following effects.
From the integrated control device 2 to each main machine remote control device 22A, 22B depending on the adhesion of dirt to the propellers 15A, 15B and the difference in the steam generation status of the steam generators 14A, 14B (operating status of the propulsion device). Since the signals for controlling the operation of the propulsion steam turbines 3A and 3B are transmitted, the operation can be controlled for each of the propulsion steam turbines 3A and 3B. Accordingly, it is possible to synchronize the actual rotational speeds of both propeller shafts 17A and 17B.

  When the actual rotational speed of each propeller shaft 17A, 17B does not reach the indicated rotational speed during ocean navigation, the rotational speed is controlled after the valve lift control of each propulsion steam turbine 3A, 3B. Therefore, even if the steam amount corresponding to the indicated rotational speed is supplied and the actual rotational speed of each propeller shaft 17A, 17B is equal to or lower than the indicated rotational speed, the nozzles of the propulsion steam turbines 3A, 3B are further provided. By controlling the valve (supplying the amount of steam), the actual rotational speed of each propeller shaft 17A, 17B can be increased so as to coincide with the indicated rotational speed. Further, when the actual rotation speed of each propeller shaft 17A, 17B becomes equal to or higher than the instruction rotation speed when the steam amount corresponding to the instruction rotation speed is supplied, control of the nozzle valves of the propulsion steam turbines 3A, 3B is performed. By performing (decreasing the supply of the amount of steam), the actual rotational speed of each propeller shaft 17A, 17B can be decelerated so as to coincide with the indicated rotational speed. Therefore, when the indicated rotational speed is the same for both propeller shafts 17A and 17B, the actual rotational speeds of both propeller shafts 17A and 17B can be synchronized.

  Further, in port navigation where the actual rotation speed of each propeller shaft 17A, 17B is operated below the specified rotation speed (rotation speed equivalent to the upper limit ship speed of the harbor navigation mode), each propulsion steam turbine 3A, 3B is controlled by rotation speed control. Continuously controlled. Therefore, even if the steam amount corresponding to the indicated rotational speed is supplied and the actual rotational speed of each propeller shaft 17A, 17B is equal to or lower than the indicated rotational speed, the nozzles of the propulsion steam turbines 3A, 3B are further provided. By controlling the valve, the actual rotational speed of each propeller shaft 17A, 17B can be increased so as to coincide with the indicated rotational speed. Further, when the actual rotation speed of each propeller shaft 17A, 17B becomes equal to or higher than the instruction rotation speed when the steam amount corresponding to the instruction rotation speed is supplied, control of the nozzle valves of the propulsion steam turbines 3A, 3B is performed. As a result, the actual rotational speed of each propeller shaft 17A, 17B can be decelerated so as to coincide with the indicated rotational speed. Therefore, when the indicated rotational speed is the same for both propeller shafts 17A and 17B, the actual rotational speeds of both propeller shafts 17A and 17B can be synchronized.

  In addition, even when the actual rotation speed of each propeller shaft 17A, 17B increases excessively (follows) due to the influence of a tidal current or wave wind, the amount of steam is reduced by controlling the nozzle valve of each propulsion steam turbine 3A, 3B. By doing so, the actual rotational speed of each propeller shaft 17A, 17B can be decelerated toward the indicated rotational speed. Therefore, the actual rotational speeds of both propeller shafts 17A and 17B can be synchronized.

  Since the actual rotation speeds of both propeller shafts 17A and 17B can be synchronized, the burden on the operator can be reduced, and the propulsion efficiency of the ship can be improved.

In the present embodiment, the clutches 18A and 18B have been described. However, the present invention is not limited to this, and the propellers 15A and 15B may be variable pitch propellers without providing the clutches 18A and 18B.
Further, the steam generators 14A and 14B have been described as the main boilers 12A and 12B and the reheaters 13A and 13B. However, only the main boilers 12A and 12B may be used, and the propulsion steam turbines 3A and 3B may be non-reheat turbines.

[Second Embodiment]
Hereinafter, a second embodiment of the present invention will be described. The configuration and operation method of the propulsion device including the ship and the integrated control device of the present embodiment are different from those of the first embodiment in that the starboard side propulsion device is stopped, and the others are the same. Therefore, about the same structure and driving | operation method, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

FIG. 4 shows that among the propulsion devices 1A and 1B shown in FIG. 1, the starboard propulsion device 1A is stopped.
In the event of damage to the starboard-side propulsion steam turbine 3A, propulsion shaft 19A, or the like, the operation of the starboard-side propulsion device 1A is stopped. Further, when the starboard side propulsion device 1A stops, the starboard side propeller 15A may idle due to rotation. When the propeller 15A is idled, the propulsion steam turbine 3A on the starboard side may be affected. Therefore, the clutch 18A provided on the intermediate shaft 16A is disengaged in order to prevent the propeller 15A from idling on the propulsion steam turbine 3A.

Next, based on FIG. 5, the control when the starboard side propulsion device stops while the ship is sailing will be described.
The ship operator transmits an operation signal for ship speed instruction using an engine telegraph provided on a control panel installed on the bridge (S31). The transmitted operation signal is transmitted to the integrated control device 2 provided in the central control panel. The integrated control device 2 transmits a signal for stopping the starboard side propulsion steam turbine 3A to the starboard side main engine remote control device 22A (S32). The starboard side main engine remote control device 22A stops the control of the starboard side propulsion steam turbine 3A (S33). The boat operator disengages the starboard side clutch 18A from the control panel (S34). After the starboard side clutch 18A is disengaged, a turning gear (not shown) provided in the starboard side propulsion steam turbine 3A is engaged (S35).

  Thereafter, the ship is operated only by the port side propulsion device 1B. Therefore, when the propulsion steam turbine 3B on the port side is controlled with the valve lift control or the rotation speed control, when the both propulsion devices 1A and 1B are operated, the output is half of the turbine total output corresponding to the indicated rotation speed. It becomes driving. For this reason, the ship cannot obtain an instruction valve lift by an operation signal or a ship speed corresponding to the instruction rotational speed. Therefore, the integrated control device 2 converts the operation signal into a turbine total output (command output) signal corresponding to the commanded rotation speed during the operation of both propulsion devices 1A and 1B. The converted turbine total output signal is transmitted to the port side main engine remote control device 22B. A signal is transmitted from the integrated control device 2 to the main engine remote control device 22B on the port side so as to be controlled by output control (S32). The port side main engine remote control device 22B performs output control as a control method of the port side propulsion steam turbine 3B (S36). The port side main engine remote control device 22B transmits an output instruction signal to the nozzle valve of the port side propulsion steam turbine 3B. The opening degree of the nozzle valve of the propulsion steam turbine 3B is controlled so as to increase or decrease the speed of the propulsion steam turbine 3B on the port side according to the output instruction signal (S37). In the control of the nozzle valve of the port side propulsion steam turbine 3B, step S37 is repeated so that the output of the port side propulsion steam turbine 3B matches the turbine total output which is the command output (S38). After the output of the port side propulsion steam turbine 3B reaches the command output, the signal of the actual rotation speed and the actual shaft output of the port side propeller shaft 17B is obtained from the central control panel (S39) and the port side main engine remote. It is transmitted to the control device 22B (S40).

  Even after the actual rotational speed of the port side propeller shaft 17B reaches the indicated rotational speed, the actual rotational speed and the actual shaft output of the port side propeller shaft 17B are successively monitored, and the indicated rotational speed and the actual rotational speed are When a deviation occurs, output control is performed to increase / decrease the actual rotational speed of the port side propeller shaft 17B so as to coincide with the indicated rotational speed.

As described above, the ship integrated control device 2 according to the present embodiment and the ship provided with the same have the following effects.
If the starboard side (one) propulsion steam turbine 3A is damaged, or if the propulsion device 1A or the like fails, the starboard side propulsion device 1A must be stopped. The propulsion steam turbine 3A is stopped, the port side remote control device 22B is connected to the port side remote control device 22B, and the port side propulsion steam turbine 3B is connected to the turbine total output (instructions corresponding to the indicated rotational speed when operating both propulsion devices 1A, 1B. A signal for output control to increase or decrease the output so as to match the output) is transmitted. Therefore, the turbine-side propulsion device 1B having the port-side propulsion steam turbine 3B can generate a turbine total output corresponding to the indicated rotational speed during the operation of both the propulsion devices 1A and 1B.

  However, since the output that can be generated in the port side propulsion steam turbine 3B is about 50% of the total output during the operation of both propulsion devices 1A and 1B, the indicated rotational speed to the main engine remote control device 22B on the port side Alternatively, it is necessary to set an upper limit for the total turbine output.

  Further, even when both the propulsion devices 1A and 1B are not defective, one propulsion steam turbine 3A or 3B is stopped and the other propulsion device 1A or 1B is operated during the two propulsion devices 1A and 1B. It is possible to generate a total turbine output corresponding to the indicated rotational speed. Compared to the case where both propulsion steam turbines 3A and 3B are operated at a partial load, when either one of the starboard side propulsion device 1A or the port side propulsion device 1B is operated at a high load, it is operating. The turbine performance of the steam turbine 3A or 3B is improved. Therefore, the fuel consumption of the steam turbines 3A and 3B can be reduced. Therefore, the fuel cost can be reduced.

  Further, since the ship can be operated by the port side propulsion device 1B when the starboard side propulsion device 1A is damaged, it is possible to maintain reliability for the operation.

[Third Embodiment]
Hereinafter, a third embodiment of the present invention will be described. The configuration and operation method of the propulsion device including the ship and the integrated control device of the present embodiment are the first embodiment in that the starboard side reheater is stopped and the starboard side shaft generator is operating as an electric motor. The other is the same. Therefore, about the same structure, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

FIG. 6 shows that among the propulsion devices 1A and 1B shown in FIG. 1, the reheater 13A on the starboard side is stopped and the superheated steam supply line connected to the reheater 13A is bypassed. Yes.
When a burner (not shown) provided in the starboard side reheater 13A misfires, the operation of the starboard side reheater 13A is stopped. Since the starboard side reheater 13A is stopped, the superheated steam is not supplied from the reheater 13A to the forward intermediate pressure turbine 7A of the starboard side propulsion steam turbine 3A. Therefore, the amount of heat supplied to the starboard side forward intermediate pressure turbine 7A is reduced, and the output transmitted to the starboard side high pressure turbine side first reduction gear 9A is reduced. Since the output transmitted to the starboard side high-pressure turbine side first speed reducer 9A decreases, the output transmitted to the starboard side second speed reducer 8A connected to the starboard side high pressure turbine side first speed reducer 9A. Decreases. The reduced output is transmitted to the starboard side propulsion shaft 19A via the second reduction gear 8A. Accordingly, when the starboard side clutch 18A is engaged, the actual rotational speed and the actual shaft output of the starboard side propeller shaft 17A are reduced.

  Further, since the amount of heat supplied to the starboard-side forward low-pressure turbine 4A also decreases, the output transmitted to the starboard-side low-pressure turbine-side first speed reducer 10A decreases. Since the output transmitted to the starboard side low-pressure turbine side first speed reducer 10A decreases, the output transmitted to the starboard side second speed reducer 8A connected to the starboard side low pressure turbine side first speed reducer 10A. Decreases. The reduced output is transmitted to the starboard side propulsion shaft 19A via the second reduction gear 8A. Accordingly, when the starboard side clutch 18A is engaged, the actual rotational speed and the actual shaft output of the starboard side propeller shaft 17A are reduced.

  In addition, since the amount of heat supplied to the starboard forward intermediate pressure turbine 7A is reduced, the output of the turbine shaft connected to the starboard forward intermediate pressure turbine 7A and the forward high pressure turbine 6A is reduced. Since the output of the turbine shaft is reduced, the output of the speed reducer 20A connected to the bow side of the turbine shaft is reduced. Since the output of the speed reducer 20A decreases, the electric power generated by the shaft generator 21A connected to the speed reducer 20A also decreases.

  In the port side propulsion device 1B, there is no change in the amount of heat of the supplied steam, so no change occurs in the actual rotational speed, the actual shaft output, and the power generated by the shaft generator 21B of the port side propeller shaft 17B.

Next, based on FIG. 7, the control when the burner of the starboard side reheater misfires while the ship is sailing in the open sea will be described.
The ship operator transmits an operation signal for ship speed instruction by an engine telegraph provided on a control panel installed on the bridge (S51). The transmitted operation signal is transmitted to the integrated control device 2 provided in the central control panel. The integrated control device 2 transmits a signal to the power control system 23 so as to supply the power obtained from the port-side shaft generator 21B to the starboard-side shaft generator 21A (S52). In this case, the starboard side shaft generator 21A operates as an electric motor. The power control system 23 supplies the power generated by the starboard-side shaft generator 21B as power for driving the starboard-side shaft generator 21A (S53).

  The integrated control device 2 transmits a signal to the starboard-side main engine remote control device 22A so as to output-control the starboard-side propulsion steam turbine 3A (S52). The starboard side main machine remote control device 22A performs output control as a control method (S54). The starboard-side main engine remote control device 22A calculates an instruction shaft output from the operation signal, and transmits an output instruction signal to the nozzle valve of the starboard-side propulsion steam turbine 3A. The opening degree of the nozzle valve of the starboard side propulsion steam turbine 3A is controlled so as to increase or decrease the speed of the starboard side propulsion steam turbine 3A in accordance with the output instruction signal (S55). The nozzle valve of the starboard side propulsion steam turbine 3A is the sum of the output of the starboard side propulsion steam turbine 3A and the electric power supplied from the port side shaft generator 21B to the starboard side shaft generator 21A in step S53. Step S55 is repeated so as to increase / decrease the starboard side propulsion steam turbine 3A so as to coincide with the indicated shaft output (S56). After the total output of the power applied to the starboard-side shaft generator 21A and the output of the starboard-side propulsion steam turbine 3A that is output-controlled reaches the indicated shaft output, the actual power of the starboard-side propeller shaft 17A is reached. Signals of the rotational speed, the actual shaft output, and the received power of the shaft generator 21A operating as a starboard side motor are transmitted to the central control panel (S57) and the starboard side main unit remote control device 22A (S58). ).

  The integrated control device 2 transmits a signal to the port side main engine remote control device 22B so that the port side propulsion steam turbine 3B is controlled by output control after valve lift control (S52). The main engine remote control device 22B on the port side performs valve lift control as a control method (S59). The port side main engine remote control device 22B calculates an instruction valve lift from the operation signal, and transmits a valve lift instruction signal to the nozzle valve of the port side propulsion steam turbine 3B. The opening degree of the nozzle valve of the port side propulsion steam turbine 3B is controlled so as to increase or decrease the speed of the port side propulsion steam turbine 3B in accordance with a valve lift instruction signal (S60). In the control of the nozzle valve of the port side propulsion steam turbine 3B, step S60 is repeated so that the valve lift instruction signal of the port side propulsion steam turbine 3B matches the instruction valve lift (S61). After the valve lift of the nozzle valve of the port side propulsion steam turbine 3B reaches the indicator valve lift, the port side main engine remote control device 22B performs output control as a control method (S62). The port side remote control device 22B calculates the indicated shaft output from the operation signal and transmits an output instruction signal to the nozzle valve of the port side propulsion steam turbine 3B. The opening degree of the nozzle valve of the port side propulsion steam turbine 3B is controlled so as to increase or decrease the speed of the port side propulsion steam turbine 3B in accordance with an output instruction signal (S63). The nozzle valve of the port side propulsion steam turbine 3B is propelled so that the output of the port side propulsion steam turbine 3B is the total output of the electric power generated by the port side shaft generator 21B and the indicated shaft output. The opening degree is controlled so as to control the amount of steam supplied to the industrial steam turbine 3B. In the control of the nozzle valve of the port side propulsion steam turbine 3B, step S63 is repeated so that the actual shaft output of the port side propeller shaft 17B coincides with the indicated shaft output (S64). After the actual shaft output of the port side propeller shaft 17B reaches the indicated shaft output by the output of the port side propulsion steam turbine 3B, the actual rotational speed and the actual shaft output of the port side propeller shaft 17B and the port side The electric power signal generated by the shaft generator 21B is transmitted to the central control panel (S65) and the port side remote control device 22B (S66).

  Even after the total output of the power energized by the starboard-side shaft generator 21A and the output of the starboard-side propulsion steam turbine 3A reaches the indicated shaft output, the starboard-side shaft generator 21A is energized. The total output of the generated power and the starboard side propulsion steam turbine 3A is successively monitored, and the sum of the indicated shaft output, the power energized by the starboard side shaft generator 21A and the output of the starboard side propulsion steam turbine 3A. When a deviation occurs in the output, the starboard side propulsion is made so that the total output of the power energized by the starboard side shaft generator 21A and the output of the starboard side propulsion steam turbine 3A matches the indicated shaft output. Output control is performed so as to increase or decrease the output of the industrial steam turbine 3A.

  Further, even after the actual shaft output of the port side propeller shaft 17B reaches the indicated shaft output, the actual rotation speed and the actual shaft output of the port side propeller shaft 17B are successively monitored, and the indicated shaft output and the actual shaft output When a deviation occurs, output control is performed so that the actual shaft output of the port side propeller shaft 17B is increased or decreased so as to coincide with the indicated shaft output.

As described above, the ship integrated control device 2 according to the present embodiment and the ship provided with the same have the following effects.
Since the output destination of the electric power generated by the port-side shaft generator 21B is controlled, power is supplied to the starboard-side shaft generator 21A (the propulsion device-side shaft generator with insufficient load). Can do. Therefore, the starboard side propulsion device 1A (propulsion device with insufficient load) can be energized. Further, the integrated control device 2 transmits a signal to both the main engine remote control devices 22A and 22B so as to output control the propulsion steam turbines 3A and 3B. Therefore, since the actual shaft outputs of the two propulsion devices 1A and 1B are finally adjusted to coincide with the command shaft output, the actual shaft outputs of the propulsion devices 1A and 1B can be synchronized, and the propulsion shafts 19A and 19B. Can be synchronized.

[First embodiment]
The first reference embodiment of the present invention will be described below. The configuration and operation method of the propulsion device including the ship and the integrated control device of the present embodiment is that the operation of both reheaters is stopped and the superheated steam supply line supplied to both reheaters is bypassed. However, the second embodiment is the same as the first embodiment. Therefore, about the same structure, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

FIG. 8 shows that in the propulsion device shown in FIG. 1, both the reheaters and the superheated steam supply line for supplying superheated steam to both reheaters are bypassed.
If the vessel (not shown) through which steam passes through the reheaters 13A and 13B is damaged while the ship is sailing in the open sea, the operation of the reheaters 13A and 13B is stopped. Since the operations of the reheaters 13A and 13B are stopped, the steam whose temperature is not overheated by the forward intermediate pressure turbines 7A and 7B is directly guided from the forward high pressure turbines 6A and 6B. On the other hand, since the main boilers 12A and 12B are operating normally, main steam is guided from the main boilers 12A and 12B to the forward high-pressure turbines 6A and 6B. Between the forward intermediate pressure turbines 7A and 7B and the forward high pressure turbines 6A and 6B, the temperature distribution is biased in the turbine axial direction due to the temperature difference of the introduced steam. This uneven temperature distribution in the turbine axis direction causes non-uniform thermal expansion in the turbine axis direction. For this reason, there is a risk that steam leakage may occur from the horizontal joint surfaces of the cabin (not shown) of the forward intermediate pressure turbines 7A and 7B and the forward high pressure turbines 6A and 6B. In order to prevent this steam leakage and perform the safe operation of each propulsion steam turbine 3A, 3B, both propulsion steam turbines 3A, 3B are automatically decelerated to a specified rotational speed. Thereby, a ship is operated by the speed limit which makes a harbor navigation speed the upper limit.

Next, based on FIG. 9, the control in the case where both reheaters are damaged while the ship is navigating to the ocean will be described.
When the reheaters 13A and 13B are stopped, an automatic speed reduction device that is a safety device (not shown) of both propulsion steam turbines 3A and 3B is activated. As a result, the outputs of both propulsion steam turbines 3A and 3B are automatically reduced, and the speeds of both propulsion devices 1A and 1B are reduced (S70). Thereby, the ship speed is reduced to a speed corresponding to the harbor navigation speed. After the automatic deceleration of the two propulsion steam turbines 3A and 3B, the ship operator transmits an operation signal for ship speed instruction by an engine telegraph provided on a control panel installed on the bridge (S71). The transmitted operation signal and the automatic deceleration of both propulsion steam turbines 3A and 3B and the stop signal of both reheaters 13A and 13B are transmitted to the integrated control device 2 provided in the central control panel. . The integrated control device 2 sets the output of both the propulsion steam turbines 3A and 3B as the output limit up to the speed increase limit with the port navigation speed as the upper limit (S72).

  The integrated control device 2 transmits a signal to each main engine remote control device 22A, 22B so as to control each propulsion steam turbine 3A, 3B by output control (S72). Each main engine remote control device 22A, 22B transmits an instruction signal of the rotational speed to the nozzle valves of the propulsion steam turbines 3A, 3B (S73, S73 '). Each main machine remote control device 22A, 22B calculates the indicated rotational speed from the operation signal. Further, the opening degree of the nozzle valves of the propulsion steam turbines 3A, 3B is controlled so as to increase / decrease the propulsion steam turbines 3A, 3B in accordance with a valve lift instruction signal (S74, S74 '). In the control of the nozzle valves of the propulsion steam turbines 3A and 3B, steps S74 and S74 'are repeated so that the actual rotational speeds of the propeller shafts 17A and 17B coincide with the designated rotational speeds (S75 and S75'). After the actual rotational speeds of the propeller shafts 17A and 17B reach the indicated rotational speed, the signals of the actual rotational speeds and the actual shaft outputs of the propeller shafts 17A and 17B are sent to the central control panel (S76, S76 ') and It is transmitted to the main machine remote control devices 22A and 22B (S77, S77 ′).

  Even after the actual rotational speed of each propeller shaft 17A, 17B reaches the indicated rotational speed, the actual rotational speed and the actual shaft output of each propeller shaft 17A, 17B are successively monitored, and the indicated rotational speed and actual rotational speed are When a deviation occurs, the rotational speed control is performed to increase or decrease the actual rotational speed of each of the propeller shafts 17A and 17B so as to coincide with the designated rotational speed.

As described above, according to the ship integrated control device 2 and the ship including the same according to the present embodiment, the following operational effects are obtained.
In the event of a serious problem that the reheaters 13A and 13B must be bypassed, supply to the forward high pressure turbines 6A and 6B and the forward intermediate pressure turbines 7A and 7B (in the reheat turbine) A difference is generated in the amount of heat between the main steam to be heated and the superheated steam supplied from the reheaters 13A and 13B, and the temperature distribution of the propulsion steam turbines 3A and 3B is biased. Therefore, there is a risk that steam leakage may occur from within the horizontal joint surface of the casing of the propulsion steam turbine 3A, 3B. However, the integrated control device 2 decelerates the propulsion steam turbines 3A and 3B to a rotational speed (specified rotational speed) corresponding to the port navigation speed of the ship and controls the rotational speed. Therefore, the amount of steam supplied to the forward high-pressure turbines 6A and 6B and the forward intermediate-pressure turbines 7A and 7B is reduced, and the difference in the amount of heat between the main steam and the superheated steam supplied from the reheaters 13A and 13B is reduced. As a result, the temperature distribution of the forward high-pressure turbines 6A and 6B and the forward intermediate-pressure turbines 7A and 7B is less biased. Therefore, safe operation of the propulsion steam turbines 3A and 3B becomes possible.

1A, 1B Propulsion device 2 Integrated control device 3A, 3B Steam turbine (propulsion steam turbine)
14A, 14B Steam generators 19A, 19B Propulsion shafts 22A, 22B Main machine control device (main machine remote control device)

Claims (4)

Integrated control of two propulsion devices each having a steam turbine, a propulsion shaft connected to the steam turbine, a steam generator for supplying steam to the steam turbine, and a main engine control device for controlling the steam turbine A ship integrated control device,
Each main engine control device is controlled so that the number of revolutions of each of the propulsion shafts is controlled so as to increase or decrease the speed so as to coincide with the designated number of revolutions according to the operation signal of the ship speed instruction. Integrated control unit.   When one of the propulsion devices stops and the command output decreases, the operation of one of the steam turbines stopped by one of the main engine control devices is stopped, so that the other main engine control device matches the command output. The integrated control device for a ship according to claim 1, wherein output control is performed to increase or decrease the output of the other steam turbine. Each of the propulsion devices has a shaft generator at the other end of the steam turbine,
According to the output of each propulsion device, control of the output destination of electric power of each shaft generator and output control for increasing or decreasing the output of each steam turbine by each main engine control device The integrated control device for a ship according to claim 1 or 2. A ship comprising the ship integrated control apparatus according to any one of claims 1 to 3.

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