JP5961734B1 - Shaft drive power generation system - Google Patents

Abstract

To reduce the time required for mode switching from a power generation mode to an electric propulsion mode or vice versa. SOLUTION: A main engine 11, a propeller 14 and a shaft 13 connected via a main clutch 12, a separately-excited power converter 15 for converting a power frequency between the shaft 13 and the inboard bus 24, and A synchronous phase adjuster 17 that supplies reactive power to the separately excited power converter 15 and the inboard bus 24 is provided. The main engine 11 is disconnected from the propeller 14 by the main clutch 12 from the power generation mode in which the main engine 11 is connected to the propeller 14 by the main clutch 12 and the output power of the shaft 13 is supplied to the inboard bus 24. When switching to the electric propulsion mode to be driven or from the electric propulsion mode to the power generation mode, confirm that the output of the shaft generator 13 becomes zero when the synchronous phase adjuster 17 is connected to the inboard bus 24 and driven. Switch the mode. [Selection] Figure 1

Description

  The present invention relates to a shaft drive power generation system in a ship.

  Various technologies for supplying electric power generated by an axial drive generator to an inboard bus have been proposed for an axial drive power generation system in a ship.

  For example, Patent Literature 1 discloses a technique in which a double-winding AC reactor is applied as a harmonic suppression device to an axial drive power generation system. The technique of Patent Document 1 can suppress the harmonics generated when the power generated by the shaft-driven generator is frequency-converted by the power converter from flowing out to the inboard bus.

  Patent Document 2 discloses a technique in which the excitation power from the outside in the shaft drive power generation system is only the initial excitation from the DC battery, and all other excitation power is supplied from the output of the shaft drive generator. The technique of patent document 2 makes it possible to use the shaft drive generator as an emergency generator even when the inboard bus is lost.

  Various technologies have also been proposed for a shaft drive power generation system that uses a shaft drive generator as a propulsion motor assuming a main engine failure. In a shaft drive power generation system that uses a shaft drive generator as a propulsion motor, the power supplied via the inboard bus is frequency converted by the power converter and supplied to the shaft drive generator. Thus, it is possible to obtain a propulsive force by the propulsion motor even when the main engine fails.

JP 2000-197269 A JP 2006-166494 A

  However, according to the study of the present inventor, the conventional shaft drive power generation system has room for study on the following points.

  In recent years, it is expected that the exhaust gas regulations for ships will be strengthened in consideration of environmental destruction. As countermeasures against exhaust gas regulations, it is conceivable to properly use propulsion by the main engine and propulsion by electric propulsion using the shaft drive generator as the propulsion motor according to the speed range in which the ship operates. As an example, it is conceivable to stop the main engine in a low speed region such as in a bay and electrically propel the ship, and drive the main engine in the middle and high speed region above a certain speed to propel the ship with the main engine.

  By the way, the shaft-driven generator is operated in the “power generation mode” while navigating with the main engine, and control switching is required to use the shaft-driven generator in the “electric propulsion mode” as a propulsion motor. Become.

  Since switching from the conventional power generation mode to the electric propulsion mode is assumed to be performed when the main engine fails, the shaft drive power generation system is temporarily stopped and then switched to the electric propulsion mode. Therefore, in the conventional shaft drive power generation system, it takes a long time to switch from the power generation mode to the electric propulsion mode, or vice versa, and there is room for examination.

  The problem to be solved by the present invention is to provide a shaft drive power generation system capable of shortening the time required for mode switching from the power generation mode to the electric propulsion mode or vice versa.

  The shaft drive power generation system of the embodiment includes a main engine, a propeller for propulsion and a shaft drive generator / propulsion motor coupled to the main engine through a main clutch, the shaft drive generator / propulsion motor, and an inboard bus. Are connected between the externally-excited power converter for converting the power frequency between them and the externally-excited power converter and the inboard bus, and the reactive power is supplied to the externally-excited power converter and the inboard bus. The main drive engine is connected to the propulsion propeller by the main engine clutch, and the output power generated by the shaft drive generator / propulsion motor is used as the separately excited power. The main engine is used for the propulsion by the main clutch from the power generation mode in which the converter converts the electric power according to the frequency of the inboard bus and supplies the electric power to the inboard bus. Disconnected from the lopeller, the power of the inboard bus is converted to power of the frequency according to the rotational speed command value of the shaft drive generator / propulsion motor by the separately excited power converter, and the shaft drive generator / propulsion motor is driven. When the electric propulsion mode is switched to or from the electric propulsion mode to the power generation mode, the output of the shaft drive generator / propulsion motor is output with the synchronous phase adjuster connected to the inboard bus and driven. After confirming that it has become zero, control is performed to switch the mode.

It is a block diagram which shows an example of a structure of the shaft drive electric power generation system which concerns on one Embodiment of this invention. It is a block diagram which shows an example of a structure of the control part in the embodiment. It is a flowchart which shows an example of the operation | movement of mode switching from the electric power generation mode in the same embodiment to an electric propulsion mode. It is a flowchart which shows an example of the operation | movement of shaft start operation start / stop control in the embodiment. It is a flowchart which shows an example of the mode switching operation | movement from the electric propulsion mode to the electric power generation mode in the embodiment. It is a block diagram which shows an example of a structure of the conventional shaft drive electric power generation system. It is a block diagram which shows an example of a structure of the control part in the embodiment. It is a block diagram which shows an example of a structure of the electric power generation mode control arithmetic circuit in the same embodiment. It is a block diagram showing an example of composition of an electric propulsion mode control arithmetic circuit in the embodiment. It is a flowchart which shows an example of the operation | movement of mode switching from the electric power generation mode in the same embodiment to an electric propulsion mode. It is a flowchart which shows an example of the operation | movement of shaft start operation start / stop control in the embodiment. It is a flowchart which shows an example of operation | movement of the mode switching permission control in the same embodiment. It is a flowchart which shows an example of the operation | movement of switch switching control in the embodiment. It is a flowchart which shows an example of the mode switching operation | movement from the electric propulsion mode to the electric power generation mode in the embodiment.

  Hereinafter, an embodiment will be described with reference to the drawings. Before that, a switching example between a power generation mode and an electric propulsion mode in a conventional shaft drive power generation system will be described with reference to a configuration example.

  FIG. 6 is a block diagram showing an example of the configuration of a conventional shaft drive power generation system. The shaft drive power generation system 1 includes a main engine 11, a main clutch 12, a shaft generator (SGS) / propulsion motor (SGM) 13, a propeller 14 for propulsion, a separately excited power converter 15, Double winding AC reactor 16, synchronous phase adjuster 17, pony motor 18, pony motor driving inverter 19, control unit 20, circuit breakers 21, 22, 23, inboard bus 24, inboard diesel generator 25, field winding 26, 27, automatic voltage regulators (AVR) 28, 29, transformers 30, 31, a position detector 32, and a rotational speed detector 33. In the following description, the shaft drive generator / propulsion motor 13 is read as the shaft start 13. When the shaft drive power generation system 1 is controlled in the power generation mode, the main engine engine 11 is connected to the propulsion propeller 14 and the shaft generator 13 by the main engine clutch 12, and the main engine 11 is used to propel the ship. The output power is frequency-converted by the separately excited power converter 15 and supplied to the inboard bus 24. When controlling in the electric propulsion mode, the main engine engine 11 and the shaft generator 13 are disconnected by the main engine clutch 12, the main engine 11 is stopped, and the power of the inboard bus 24 is changed according to the rotation command value by the separately excited power converter 15. The frequency is converted into the power of the frequency and output to the shaft generator 13, and the propeller 14 is driven by the shaft generator 13 to propel the ship.

  The main engine 11 is normally connected to a shaft 13 and a propeller 14 via a main clutch 12. The main engine 11 is an engine such as a diesel engine in the ship, and drives the ship by driving the propeller 14 for propulsion. When a failure of the main engine 11 is detected, the main engine clutch 12 is disengaged by a command signal from the hull operation panel 34. As a result, the main engine 11 is separated from the shaft generator 13 and the propeller 14 for propulsion.

  In the power generation mode, the shaft generator 13 generates AC power by the shaft torque supplied from the main engine 11, and outputs the output power from the separately excited power converter 15, the double-winding AC reactor 16, the synchronous phase adjuster 17, and It is finally supplied to the inboard bus 24 via the circuit breaker 22. In the electric propulsion mode, the shaft generator 13 operates as a propulsion motor, and drives the propulsion propeller 14 with electric power supplied from the inboard bus 24 via the separately excited power converter 15.

  Note that an automatic voltage regulator 28 is provided in the field winding 26 of the axis 13 to adjust the output voltage of the axis 13 to a constant voltage.

Further, the axis generator 13 is provided with a position detector 32 for detecting the position of the rotor of the axis generator 13, and information on the position of the rotor of the axis generator 13 is detected as a position detection signal _NSGM0 and controlled. To the unit 20.

A transformer 30 for detecting the output voltage V _SG of the shaft generator 13 is connected to the electric circuit between the shaft generator 13 and the separately excited power converter 15, and the output power V _SG is _supplied to the control unit 20. Output.

  The separately excited power converter 15 includes a thyristor converter 151 and a thyristor inverter 152. The separately excited power converter 15 is connected to an electric circuit between the shaft source 13 and the inboard bus 24 and receives a thyristor gate pulse (hereinafter referred to as a gate pulse) from the control unit 20. Here, the gate pulse includes a converter gate pulse input to the thyristor converter 151 and an inverter gate pulse input to the thyristor inverter 152. The separately excited power converter 15 converts the frequency of the power input to the separately excited power converter 15 based on the received gate pulse.

  Specifically, in the power generation mode, the separately excited power converter 15 receives the output power generated by the shaft generator 13 and converts the output power into power having a frequency corresponding to the frequency of the inboard bus 24 based on the gate pulse. In this case, the thyristor converter 151 converts the power sent from the shaft generator 13 into DC power based on the converter gate pulse received from the control unit 20 and sends it to the thyristor inverter 152. The thyristor inverter 152 converts the DC power sent from the thyristor converter 151 into AC power having a frequency corresponding to the frequency of the inboard bus 24 based on the inverter gate pulse received from the control unit 20, and outputs it to the inboard bus 24.

In the electric propulsion mode, the separately excited power converter 15 receives the power from the inboard bus 24 and converts it into power having a frequency corresponding to the rotational speed command value _NSGM ^r of the shaft generator 13 (not shown) based on the gate pulse. , Output to axis start 13. In this case, the thyristor converter 151 operates as a thyristor inverter, and the thyristor inverter 152 operates as a thyristor converter. That is, the thyristor inverter 152 that operates as a thyristor converter converts the power transmitted from the inboard bus 24 into DC power based on the inverter gate pulse that operates as a converter gate pulse, and transmits the DC power to the thyristor converter 151 that operates as a thyristor inverter. . The thyristor converter 151 converts the DC power sent from the thyristor inverter 152 into AC power having a frequency corresponding to the rotational speed command value _NSGM ^r of the shaft generator 13 (not shown) based on the converter gate pulse, and drives the shaft generator 13. To do.

  The transformer 31 for detecting the AC voltage of the thyristor inverter 152 is connected to the electric circuit between the thyristor inverter 152 and the double-winding AC reactor 16, and the detected voltage is output to the control unit 20. Yes.

  The synchronous phase adjuster 17 is connected to an intermediate tap of the double-winding AC reactor 16 provided between the separately excited power converter 15 and the inboard bus 24, and is disabled to the separately excited power converter 15 and the inboard bus 24. Supply power. In addition, the synchronous phase adjuster 17 suppresses waveform distortion of the output voltage output from the separately excited power converter 15 by combination with the double winding AC reactor 16.

  The field winding 27 of the synchronous phase adjuster 17 is provided with an automatic voltage regulator 29 to adjust the output voltage of the synchronous phase adjuster 17 to a constant voltage. The synchronous phase adjuster 17 is supplied with torque from the pony motor 18 and can be started from a stopped state. The pony motor 18 is driven by a pony motor driving inverter 19 connected to the inboard bus 24 via a circuit breaker 21.

Furthermore, the synchronous phase 17, the rotational speed detector 33 is provided for detecting the rotational speed of the synchronous phase 17, and outputs the rotational speed N _SC of synchronous phase control unit 20.

  The inboard diesel generator 25 is connected to the inboard bus 24 via the circuit breaker 23, and output power is supplied from the inboard diesel generator 25.

The hull operation panel 34 has a function of transmitting a command signal for comprehensively controlling the inside of the ship, and includes a main switchboard and the like. The hull operation panel 34 transmits a plurality of command signals to the control unit 20 when switching between the power generation mode and the electric propulsion mode. Here, the plurality of command signals include a shaft start operation signal or a shaft start stop signal (hereinafter referred to as a shaft start control signal), a power generation mode signal or an electric propulsion mode signal (hereinafter referred to as a mode signal). Further, the plurality of command signals include a rotation speed command value N _SGM ^r of the axis origin 13 and a rotation speed command value N _SC ^r of the synchronous phase adjuster 17.

When the hull control panel 34 detects a failure of the main engine 11, the main engine clutch 12 is disengaged to disconnect the main engine 11 from the shaft generator 13 and the propulsion propeller 14, and an axis control signal, that is, an axis stop signal. Is output to the control unit 20 and the control of the separately excited power converter 15 is stopped. Thereafter, the circuit breaker 22 is opened, the synchronous phase adjuster 17 is disconnected from the inboard bus 24, and the power generation mode is stopped. When switching to the electric propulsion mode and driving the shaft generator 13 as a propulsion motor, the pony motor 18 is driven, the stopped synchronous phase adjuster 17 is restarted, and the synchronous phase adjuster 17 is disconnected to the inboard bus 24. 22 is connected. Thereafter, a shaft start control signal, that is, a shaft start operation signal is output to the control unit 20, and the separately-excited power converter 15 is controlled to change the power of the inboard bus 24 to the rotation speed command value _NSGM ^r of the shaft start 13. The power is converted into electric power of the corresponding frequency, and the shaft generator 13 is driven.

The control unit 20 has a function of controlling mode switching from the power generation mode to the electric propulsion mode and mode switching from the electric propulsion mode to the power generation mode. The control unit 20 receives a plurality of command signals from the hull operation panel 34 and receives a plurality of sensor information from the respective units 30, 31, 32, and 33. Here, the sensor information includes the position detection signal N _SGM0 received from the position detector 32, the synchronous phase adjuster rotation speed N _SC received from the rotation speed detector 33, and the output voltage V _SG of the shaft generator 13 received from the transformer 30. , And the AC voltage of the thyristor inverter 152 received from the transformer 31. The control unit 20 generates a gate pulse based on each received command signal and transmits the gate pulse to the separately excited power converter 15.

  Specifically, as shown in FIG. 7, the control unit 20 includes an axis system operation / stop switching circuit 201, a mode selection circuit 202, a mode switching permission circuit 203, a rotation speed calculator 204, a power generation mode control calculation circuit 205, A propulsion mode control arithmetic circuit 206 and gate changeover switches 207 and 208 are provided.

  When the axis starting system operation / stop switching circuit 201 receives an axis starting control signal, that is, an axis starting operation signal from the hull operation panel 34, the axis starting system operation / stop switching circuit 201 generates “1” as an axis starting determination signal. When the signal is received, “0” is generated as the axis departure determination signal. The shaft start system operation / stop switching circuit 201 outputs the generated shaft start determination signal to the power generation mode control calculation circuit 205 and the electric propulsion mode control calculation circuit 206.

  The mode selection circuit 202 receives a mode signal, that is, a power generation mode signal and an electric propulsion mode signal from the hull operation panel 34, and generates a mode determination signal according to the mode signal. The mode selection circuit 202 generates “A” as a mode determination signal when receiving the power generation mode signal, and generates “B” as a mode determination signal when receiving the electric propulsion mode signal. The mode selection circuit 202 transmits the generated mode determination signal to the gate changeover switches 207 and 208.

Mode switching permission circuit 203 receives the output voltage _{V SG} of the shaft onset 13 from the transformer 30, receives the rotational speed _{N SC} of synchronous phase 17 from the rotational speed detector 33. The mode switching permission circuit 203 generates a mode switching permission signal after confirming that the synchronous phase shifter 17 and the axis generator 13 are stopped. Specifically, the mode switching permission circuit 203, the rotational speed _{N SC} of synchronous phase 17 is "0", and when the output voltage _{V SG} of Jikuhatsu 13 is "0", the mode switching permission signal Generated and transmitted to the gate changeover switches 207 and 208.

The rotation speed calculator 204 receives the position detection signal N _SGM0 from the position detector 32, calculates the rotation phase and rotation speed N _SGM of the shaft _source 13, and transmits them to the electric propulsion mode control calculation circuit 206.

The power generation mode control arithmetic circuit 205 is configured to output a rotation speed command value N _SC ^r of the synchronous phase adjuster 17 from the hull operation panel 34, that is, a command value at which the synchronous phase shifter 17 rotates at a rotation speed corresponding to the frequency of the inboard bus 24. receives the rotational speed N _SC of synchronous phase 17 which is detected from the rotational speed detector 33, the shaft onset determination signal output from the axis onset system start / stop switch circuit 201, the shaft onset determination signal is "1" In this case, a converter gate pulse and an inverter gate pulse corresponding to the difference between the rotation speed command value N _SC ^r and the rotation speed N _SC are generated and transmitted to the terminals “A” of the gate changeover switches 207 and 208, respectively. Specifically, as shown in FIG. 8, the power generation mode control arithmetic circuit 205 includes a control arithmetic unit 2051 and gate pulse generation circuits 2052 and 2053, and calculates the rotational speed command value N _SC ^r and the rotational speed N _SC . When the difference is input to the control calculator 2051 and the axis calculation operation signal “1” is received by the control calculator 2051, the control calculation values β ₁ and β ₂ corresponding to the magnitude of the difference, that is, the axis generator 13 converts the electric power output from 13, calculates a calculation value such that the frequency is the same as the frequency of the inboard bus 24, gates the control calculation value β ₁ to the gate pulse generation circuit 2052, and gates the control calculation value β ₂ Each is transmitted to the pulse generation circuit 2053. Further, when the control arithmetic unit 2051 receives “0” which is the axis start / stop signal, the gate pulse generation circuits 2052 and 2053 generate gate pulses without calculating the control calculation values β ₁ and β _2. do not do.

Electric propulsion mode control arithmetic circuit 206, a rotation speed command value _{N SGM} ^r axis onset 13 from the hull operation panel 34, and the rotational speed _{N SGM} axis onset 13 output from the rotation speed calculator 204, the shaft onset system operation When the axis departure determination signal is “1”, the converter gate corresponding to the difference between the rotation speed command value N _SGM ^r and the rotation speed N _SGM is received. A pulse and an inverter gate pulse are generated and transmitted to the terminals “B” of the gate changeover switches 207 and 208, respectively. Specifically, as shown in FIG. 9, the electric propulsion mode control calculation circuit 206 includes a control calculation unit 2061 and gate pulse generation circuits 2062 and 2063, and includes a rotation speed command value N _SGM ^r and a rotation speed N _SGM . enter the difference to the control arithmetic unit 2061, when receiving the "1" is an axis onset operation signal, depending on the magnitude of the difference between the rotational speed N _SGM and the rotation speed command value N _SGM ^r axis onset 13 Control calculation values β ₃ and β ₄ , that is, calculation values for controlling the rotation speed N _SGM of the axis 13 to be the rotation speed command value N _SGM ^r are calculated, and the control calculation value β ₃ is calculated as a gate pulse generation circuit 2062. Then, the control calculation value β ₄ is transmitted to the gate pulse generation circuit 2063, respectively. Further, when the control arithmetic unit 2061 receives “0” which is the axis start / stop signal, it substitutes “0” without calculating the control calculation values β ₃ and β _4, and the gate pulse generation circuits 2062 and 2063, respectively. Does not generate a gate pulse.

  The gate changeover switches 207 and 208 are provided with a lock mechanism (not shown), and when the mode change permission signal is received from the mode change permission circuit 203, the lock mechanism is released and the switch change can be executed. When the gate changeover switches 207 and 208 receive the mode change permission signal and receive the mode determination signal from the mode selection circuit 202, that is, the power generation mode signal “A”, the terminal “A” is changed to the closed state. When the electric propulsion mode signal “B” is received, the terminal “B” is switched to the closed state.

  As a result, the power generation mode control arithmetic circuit 205, the thyristor converter 151, and the thyristor inverter 152 are connected via the terminal “A” of the gate changeover switches 207 and 208, and the electric propulsion mode control arithmetic circuit 206 is connected via the terminal “B”. Are connected to thyristor converter 151 and thyristor inverter 152.

  Further, the gate changeover switches 207 and 208 may automatically lock the switch changeover when the opening / closing of the terminals is changed.

  Next, the mode switching operation of the conventional shaft drive power generation system 1 configured as described above will be described. First, the mode switching operation from the power generation mode to the electric propulsion mode will be described with reference to the flowcharts shown in FIGS.

  In step ST110, the hull operating panel 34 detects that a failure has occurred in the main engine 11. The hull operating panel 34 disengages the main engine clutch 12 and disconnects the main engine 11 from the shaft generator 13 and the propeller propeller 14, and in step ST120, a shaft start signal is switched to start / stop the shaft generator system of the control unit 20. It outputs to the circuit 201, and the axis operation stop control for stopping the calculation control of the power generation mode control calculation circuit 205 and the electric propulsion mode control calculation circuit 206 is performed. As a result, the separately excited power converter 15 stops the power conversion function. Therefore, in step ST130, the circuit breaker 22 is opened, and the synchronous phase shifter 17 is idled and stopped.

  The axis originating system operation / stop switching circuit 201 executes steps ST131 to ST132 and ST134 in accordance with the flowchart shown in FIG.

  In step ST131, when a shaft start stop signal is input from the hull operation panel 34, it is determined in step ST132 that the shaft start operation signal is not a shaft start operation signal (ST132; no), and the process proceeds to step ST134. In step ST134, “0” is generated as the axis departure determination signal, and is transmitted (output) to the power generation mode control arithmetic circuit 205 and the electric propulsion mode control arithmetic circuit 206. The power generation mode control arithmetic circuit 205 and the electric propulsion mode control arithmetic circuit 206 do not generate a gate pulse in response to the received axis departure determination signal “0”, and stop the gate pulse output to the separately excited power converter 15. As a result, the separately excited power converter 15 stops the function of frequency-converting the power output from the shaft generator 13. Thus, the shaft operation stop control in steps ST131 to ST132 and ST134 is completed.

  After that, the mode switching permission control in step ST140 of FIG. 10 indicates that the output voltage of the shaft generator 13 has become zero, the rotation of the synchronous phase shifter 17 has stopped, that is, the power generation mode is switched to the electric propulsion mode. Make sure there is no problem. Specifically, steps ST141 to ST143 are executed according to the flowchart shown in FIG.

In step ST141, it receives the rotational speed _{N SC} rotational speed detector 33 from the synchronous phase 17 and determines whether the rotational speed _{N SC} is "0". If the rotational speed _{N SC} is not "0"(ST141; no) , the process returns to step ST141, when the number of revolutions _{N SC} is "0"(ST141; yes) , the process proceeds to step ST142.

In step ST142, the output voltage V _SG of the shaft generator 13 is received from the transformer 30, and it is determined whether or not the output voltage V _SG is “0”. If the output voltage V _SG is not “0” (ST142; no), the process returns to step ST142. If the output voltage V _SG is “0” (ST142; yes), the process proceeds to step ST143. In step ST143, it is confirmed that the synchronous phase shifter 17 and the axis generator 13 are stopped, and a mode switching permission signal is generated. As described above, the mode switching permission circuit 203 transmits the generated mode switching permission signal to the gate switching switches 207 and 208. The gate changeover switches 207 and 208 unlock the switch changeover according to the received mode change permission signal.

  Next, in step ST150 of FIG. 10, switch switching control is executed. Specifically, the mode selection circuit 202 executes steps ST151 to ST152 and ST154 according to the flowchart shown in FIG.

  If an electric propulsion mode signal is input from the hull operation panel 34 as a mode signal in step ST151, it is determined that the mode signal is not a power generation mode signal (ST152; no), and “B” is set as a mode determination signal in step ST154. It is generated and transmitted (output) to the gate changeover switches 207 and 208. At this time, since the gate changeover switches 207 and 208 receive the mode changeover permission signal from the mode changeover permission circuit 203A and release the switch changeover lock, the gate changeover switches 207 and 208 determine the received mode determination. The switch is switched from “A” to “B” in accordance with the signal. Thus, the switch switching control in steps ST151 to ST152 and ST154 is completed.

  In this state, the process proceeds to step ST160 in FIG. 10, and the hull control panel 34 drives the pony motor 18 to restart the stopped synchronous phase adjuster 17 and turns on the circuit breaker 22 to activate the synchronous phase adjuster 17. Synchronously with the inboard bus 24. After confirming that the synchronous phase adjuster 17 has reached synchronous input, in step ST170, a shaft operation signal is output from the hull control panel 34 to the shaft system operation / stop switching circuit 201, and according to the flowchart shown in FIG. Steps ST131 to ST133 are executed.

In step ST131, when a shaft start operation signal is input, in step ST132, it is determined that the shaft start control signal is a shaft start operation signal (ST132; yes), and from step ST133, the shaft start determination signal is “1”. "Is transmitted to the power generation mode control arithmetic circuit 205 and the electric propulsion mode control arithmetic circuit 206. As a result, the power generation mode control arithmetic circuit 205 and the electric propulsion mode control arithmetic circuit 206 cause the rotation speed command value N _SC ^{r of the} synchronous phase shifter 17 and its rotation speed N _SC , and the rotation speed command value N _SGM ^{r of the} shaft start 13 and a control signal corresponding to the difference between the rotational speed _{N SGM,} and outputs to each gate selector switch 207, 208. Since the gate change-over switches 207 and 208 are each switched to “B” by the signal from the mode selection circuit 202, the control signal of the electric propulsion mode control arithmetic circuit 206 is output to the separately excited power converter 15, and the shaft Driving is started so that the rotation 13 becomes the rotation speed command value N _SGM ^r . The mode switching from the power generation mode to the electric propulsion mode is thus completed.

  Next, the mode switching operation from the electric propulsion mode to the power generation mode will be described with reference to the flowchart shown in FIG.

  In step ST210, when a shaft start / stop signal is output from the hull control panel 34 to the shaft start system operation / stop switching circuit 201, shaft start operation stop control is started according to the flowchart of FIG. “0” is output from the switching circuit 201 to the power generation mode control arithmetic circuit 205 and the electric propulsion mode control arithmetic circuit 206, respectively, to stop the generation of the gate pulse and to stop the rotation of the shaft generator 13. Thereafter, in step ST220, the circuit breaker 22 is opened by an instruction from the hull operation panel 34, and the synchronous phase adjuster 17 is idled and stopped.

  Next, the mode switching permission control in step ST230 of FIG. 14 is performed, that the output voltage of the shaft generator 13 has become zero, that the rotation of the synchronous phase adjuster 17 has stopped, that is, from the electric propulsion mode to the power generation mode. After confirming that there is no problem in switching to, the gate switches 207 and 208 are unlocked.

  The mode selection circuit 202 executes switch switching control in step ST240 of FIG. Specifically, according to the flowchart shown in FIG. 13, “A” is generated as a mode determination signal and transmitted (output) to the gate changeover switches 207 and 208. At this time, since the gate changeover switches 207 and 208 receive the mode changeover permission signal from the mode changeover permission circuit 203A and release the switch changeover lock, the gate changeover switches 207 and 208 determine the received mode determination. The switch is switched from “B” to “A” according to the signal.

  At the same time, in step ST250 of FIG. 14, the hull operating panel 34 drives the pony motor 18 to restart the stopped synchronous phase adjuster 17, and turns on the circuit breaker 22 to put the synchronous phase adjuster 17 inboard. Synchronized with the bus 24.

  In step ST260, the hull operating panel 34 connects the main engine clutch 12 to drive the main engine 11. As a result, the shaft generator 13 outputs power having a frequency corresponding to the rotational speed of the main engine 11 to the separately excited power converter 15.

In this state, when a shaft start signal is output from the hull control panel 34 to the shaft start system operation / stop switching circuit 201 in step ST270, the flowchart of FIG. 11 is executed, and the power generation mode control arithmetic circuit 205 and the electric propulsion circuit 205 are driven. A control signal is output from the mode control arithmetic circuit 206 to the gate changeover switches 207 and 208, respectively. Since the gate change-over switches 207 and 208 are each switched to “A” by the signal from the mode selection circuit 202, the control signal of the power generation mode control arithmetic circuit 205 is output to the separately excited power converter 15 to The drive is started so that the frequency of the output power of 13 is converted to the frequency of the inboard bus 24, that is, the rotational speed N _sc of the synchronous phase adjuster 17 becomes the rotational speed command value N _SC ^r . This completes the mode switching from the electric propulsion mode to the power generation mode.

  As described above, in the conventional shaft drive power generation system, when switching from the power generation mode to the electric propulsion mode, or from the electric propulsion mode to the power generation mode, the entire system is temporarily stopped and the mode is switched, so that smooth switching is possible. I couldn't do it and it took time.

(One embodiment)
In the present invention, such a shaft drive power generation system is configured to switch smoothly from the power generation mode to the electric propulsion mode or vice versa in a short time, and an example of the configuration will be described. FIG. 1 is a block diagram showing an example of the configuration of the shaft drive power generation system 1 according to the present embodiment, and only the control unit 20A is different from the conventional shaft drive power generation system 1 shown in FIG. Therefore, in the following, the same parts as those in FIG. 6 are denoted by the same reference numerals, detailed description thereof is omitted, and different functions are mainly described.

FIG. 2 is a block diagram illustrating an example of the configuration of the control unit 20A according to the present embodiment. The control unit 20A according to the present embodiment connects the synchronous phase shifter 17 to the inboard bus 24 when switching the mode from the power generation mode to the electric propulsion mode, or when switching the mode from the electric propulsion mode to the power generation mode. The function of switching the mode is added after confirming that the output voltage V _SG of the shaft generator 13 is “0”. That is, the configuration of the control unit 20A according to the present embodiment is such that the mode switching permission circuit is 203A compared to the conventional control unit 20 shown in FIG. and different in that the signal of the rotational speed N _SC of is not input, the other points, the same configuration. Therefore, in the following, the same parts as those of the conventional control unit 20 shown in FIG. 7 are denoted by the same reference numerals, detailed description thereof is omitted, and different functions are mainly described.

The mode switching permission circuit 203A receives only the output voltage V _SG of the shaft generator 13 from the transformer 30. When the output voltage V _SG of the axis generator 13 is “0”, the mode switching permission circuit 203A transmits a mode switching permission signal to the gate switching switches 207 and 208. That is, the mode switching permission circuit 203A has a function of generating a mode switching permission signal without executing a procedure for confirming the stop of the synchronous phase adjuster 17 in the mode switching permission control.

  The hull operation panel 34 has a function of disconnecting the main engine 11 by disengaging the main engine clutch 12 and transmitting a mode switching command signal to the control unit 20A even when a failure of the main engine 11 is not detected. It should be noted that the hull operation panel 34 transmits a mode switching command signal to the control unit 20A while keeping the circuit breaker 22 closed at the time of mode switching.

  Next, the mode switching operation of the shaft drive power generation system 1 according to the present embodiment configured as described above will be described. It is assumed that no failure has occurred in the main engine 11 during the mode switching operation, and the shaft drive power generation system 1 is in normal operation in the power generation mode. First, the mode switching operation from the power generation mode to the electric propulsion mode will be described with reference to the flowchart shown in FIG.

  In response to the mode switching command signal from the hull operating panel 34, the main engine clutch 12 is disengaged in step ST310, and the main engine 11 is disconnected from the shaft generator 13 and the propeller 14 for propulsion. At this time, the hull operation panel 34 keeps the circuit breaker 22 closed, and the synchronous phase adjuster 17 remains connected to the inboard bus 24 and driven.

  In step ST320, the control unit 20A performs shaft operation stop control. Specifically, the axis generation system operation / stop switching circuit 201 executes steps ST131 to ST134 according to the flowchart shown in FIG. 11, and sets “0” to the power generation mode control calculation circuit 205 and the electric propulsion mode control calculation, respectively. Output to the circuit 206. As a result, the separately excited power converter 15 stops the power conversion function and stops the power generation mode. Note that the operation of the shaft operation stop control is the same as the conventional one, and the description thereof is omitted.

  In step ST330, the control unit 20A executes mode switching permission control. Specifically, mode switching permission circuit 203A executes steps ST331 to ST332 according to the flowchart shown in FIG.

In step ST331, the mode switching permission circuit 203A determines whether or not the output voltage V _SG of the shaft generator 13 received from the transformer 30 is “0”. When the output voltage V _SG is not “0” (ST331; no), the mode switching permission circuit 203A returns to step ST331, and when the output voltage V _SG is “0” (ST331; yes), the mode switching permission circuit 203A proceeds to step ST332.

In step ST332, the mode switching permission circuit 203A confirms that the output voltage V _SG of the axis generator 13 is “0”, and transmits a mode switching permission signal to the gate switching switches 207 and 208. The gate changeover switches 207 and 208 unlock the switch changeover according to the received mode change permission signal. This completes the mode switching permission control in steps ST331 to ST332.

  In step ST340 of FIG. 3, the control unit 20A executes switch switching control. Specifically, the mode selection circuit 202 executes steps ST151 to ST154 according to the flowchart shown in FIG. 13, and outputs “B”. At this time, the gate changeover switches 207 and 208 receive a mode changeover permission signal from the mode changeover permission circuit 203A and release the switch changeover lock. As a result, the gate changeover switches 207 and 208 are switched to “B”. Note that the operation of the switch switching control is the same as in the prior art, and thus the description thereof is omitted.

  In step ST350, the control unit 20A executes axial operation start control. Specifically, the axis start system operation / stop switching circuit 201 executes steps ST131 to ST133 according to the flowchart shown in FIG. 11, and sets “1” to the power generation mode control calculation circuit 205 and the electric propulsion mode control calculation, respectively. Output to the circuit 206. In addition, since the operation | movement of axial operation start control is the operation | movement similar to the conventional embodiment, description is abbreviate | omitted.

As described above, the separately-excited power converter 15 is connected to the rotational speed command value N _SGM ^r and the rotational speed N from the electric propulsion mode control arithmetic circuit 206 via the terminal “B” of the gate changeover switches 207 and 208. A control signal corresponding to the difference from the _SGM is output, and the shaft generator 13 starts operating as a motor at a rotational speed corresponding to the rotational speed command value N _SGM ^r of the shaft generator 13 by the separately excited power converter 15. The mode switching from the power generation mode to the electric propulsion mode is completed with the synchronous phase shifter 17 connected to the inboard bus 24 and driven.

  Next, the mode switching operation from the electric propulsion mode to the power generation mode will be described with reference to the flowchart shown in FIG.

  The hull operating panel 34 transmits a mode switching command signal to the control unit 20A. At this time, the hull operation panel 34 keeps the circuit breaker 22 closed, and the synchronous phase adjuster 17 remains connected to the inboard bus 24 and driven.

  In step ST410, the control unit 20A executes the shaft start operation stop control. Specifically, the axis starting system operation / stop switching circuit 201 executes steps ST131 to ST132 and ST134 according to the flowchart shown in FIG. 11, and sets “0” to the power generation mode control arithmetic circuit 205 and the electric propulsion mode, respectively. Output to the control arithmetic circuit 206. As a result, the separately excited power converter 15 stops the power conversion function and the electric propulsion mode stops. Note that the operation of the shaft operation stop control is the same as the conventional one, and the description thereof is omitted.

  In step ST420 of FIG. 5, the control unit 20A executes mode switching permission control. The operation of the mode switching permission control is the same as steps ST331 to ST332 in FIG. 4 in the mode switching from the power generation mode to the electric propulsion mode according to the present embodiment, and the output voltage of the shaft source 13 is “0”. After confirmation, a mode change permission signal is transmitted to the gate changeover switches 207 and 208, and the switch change lock is released.

  In step ST430, the control unit 20A executes switch switching control. Specifically, the mode selection circuit 202 executes steps ST151 to ST153 and outputs “A” according to the flowchart shown in FIG. At this time, the gate changeover switches 207 and 208 receive a mode changeover permission signal from the mode changeover permission circuit 203A and release the switch changeover lock. As a result, the gate changeover switches 207 and 208 are switched to “A”. Note that the operation of the switch switching control is the same as in the prior art, and thus the description thereof is omitted.

  In step ST440, the hull operating panel 34 connects the main engine clutch 12, and the main engine 11 drives the shaft generator 13 and the propeller 14 for propulsion. As a result, the shaft generator 13 outputs power of a frequency corresponding to the rotational speed of the main engine 11 to the separately excited power converter 15.

  In step ST450, the control unit 20A executes axial operation start control. The operation of the shaft start operation start control is the same as steps ST131 to ST133 in FIG. 11 in the mode switching from the power generation mode to the electric propulsion mode, and “1” is set to the power generation mode control arithmetic circuit 205 and the electric propulsion mode control arithmetic circuit, respectively. It outputs to 206.

As described above, the rotational speed command value N _SC ^{r of the} synchronous phase shifter 17 and the actual rotation are supplied from the power generation mode control arithmetic circuit 205 to the separately excited power converter 15 via the terminals “A” of the gate changeover switches 207 and 208. control signal corresponding to the difference between the number N _SC is output, rotated at a rotational speed which the synchronous phase 17 corresponding to the rotational speed command value N _SC ^r, i.e., the frequency of the ship bus 24 the output power of the shaft onset 13 Thus, the power is supplied to the inboard bus 24 and the mode switching from the electric propulsion mode to the power generation mode is completed.

  As described above, according to the embodiment, the control unit 20A connects the synchronous phase shifter 17 to the inboard bus 24 when controlling the mode switching from the power generation mode to the electric propulsion mode or from the electric propulsion mode to the power generation mode. In this state, it is confirmed that the output voltage of the shaft generator 13 has become zero, and control is performed so as to perform the mode switching. As a result, the procedure for stopping, restarting, and synchronizing the synchronous phase adjuster 17 required in the prior art can be eliminated. Therefore, according to this embodiment, the time required for mode switching from the power generation mode to the electric propulsion mode can be shortened.

  Supplementally, the hull operating panel 34 does not use only the detection of a failure of the main engine 11 as a condition for mode switching. For this reason, the hull operating panel 34 can execute mode switching without stopping the synchronous phase adjuster 17. Further, the hull operating panel 34 can transmit a mode switching command signal to the control unit 20A with the circuit breaker 22 closed.

  Although an embodiment of the present invention has been described, the embodiment is presented as an example and is not intended to limit the scope of the invention. As described above, the embodiment can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention. An embodiment and its modifications are included in the invention described in the claims and the equivalents thereof as well as included in the scope and gist of the invention.

  DESCRIPTION OF SYMBOLS 1 ... Shaft drive power generation system, 11 ... Main engine, 12 ... Main machine clutch, 13 ... Shaft drive generator and propulsion motor (shaft generation), 14 ... Propeller for propulsion, 15 ... Separately excited power converter, 16 ... Double winding Line AC reactor, 17 ... Synchronous phase adjuster, 18 ... Pony motor, 19 ... Inverter for driving pony motor, 20, 20A ... Control unit, 21, 22, 23 ... Circuit breaker, 24 ... Inboard bus, 25 ... Inboard diesel generator , 26, 27 ... field windings, 28, 29 ... automatic voltage regulator, 30, 31 ... transformer, 32 ... position detector, 33 ... rotational speed detector, 34 ... hull operation panel, 151 ... thyristor converter, DESCRIPTION OF SYMBOLS 152 ... Thyristor inverter, 201 ... Axis origin system operation / stop switching circuit, 202 ... Mode selection circuit, 203, 203A ... Mode switching permission circuit, 204 ... Rotational speed calculator, 205 Power mode control arithmetic circuit, 206 ... electric propulsion mode control calculation circuit, 207, 208 ... gate selector switch, 2051,2061 ... control calculator, 2052,2053,2062,2063 ... gate pulse generation circuit.

Claims (1)

A main engine, a propeller for propulsion and a shaft drive generator / propulsion motor coupled to the main engine via a main clutch, and a connection between the shaft drive generator / propulsion motor and the inboard bus, and electric power therebetween A separately-excited power converter that converts a frequency, and a synchronous phase shifter that is connected between the separately-excited power converter and the inboard bus and supplies reactive power to the separately-excited power converter and the inboard bus. In the shaft drive power generation system,
The main engine engine is connected to the propeller for propulsion by the main engine clutch, and the output power generated by the shaft drive generator / propulsion motor is converted to electric power according to the frequency of the inboard bus by the separately excited power converter. From the power generation mode supplied to the inboard bus, the main engine is disconnected from the propeller for propulsion by the main clutch, and the shaft drive generator / propulsion motor rotational speed command is transmitted from the separately driven power converter to the power of the inboard bus. When converting to electric propulsion mode for driving the shaft-driven generator / propulsion motor, or when switching from the electric propulsion mode to the power generation mode, the synchronous phase adjuster is converted to electric power of a frequency according to the value. Check that the output voltage of the shaft-driven generator / propulsion motor has become zero in the state of being connected and driven, and perform the mode switching. Axis drive power generating system, characterized in that.