KR101711459B1 - Ship and power managing method of the same - Google Patents

Abstract

A ship and a method of operating the power are provided. The ship is a power grid; First and second generators connected to the power grid and supplying electricity to the power grid; A large capacity battery coupled to the power grid, the large capacity battery being charged to receive electricity from the power grid or discharged to supply power to the power grid; A plurality of load elements coupled to the power grid; Receiving the generator load information from the first and second generators, sensing a voltage of the power grid to calculate a current load and an average load to control the average load to be handled by the first and second generators, And a controller for controlling the large capacity battery to compensate for the difference load between the current load and the average load, and the controller operates the second generator when the average load is greater than the maximum efficiency load of the first generator.

Description

[0002] Ship and power managing method of the same [

The present invention relates to a ship and a method of operating the power.

An energy storage system (ESS) is a device that stores unused surplus power generated by a generator and replenishes the insufficient power by the load. The energy storage system may include an energy transmission / reception means and an energy storage means for redundant power storage and low power supplement.

If an energy storage system is used, the generator is not required to operate at all times, thus enabling more flexible power utilization.

Korean Patent Publication No. 10-2015-0011224 (2015.01.30)

A problem to be solved by the present invention is to maximize the output efficiency of a generator.

The problems of the present invention are not limited to the above-mentioned problems, and other problems not mentioned can be clearly understood by those skilled in the art from the following description.

In order to achieve the above object, one aspect of the present invention is a power grid comprising: a power grid; First and second generators connected to the power grid and supplying electricity to the power grid; A large capacity battery coupled to the power grid, the large capacity battery being charged to receive electricity from the power grid or discharged to supply power to the power grid; A plurality of load elements coupled to the power grid; Receiving the generator load information from the first and second generators, sensing a voltage of the power grid to calculate a current load and an average load to control the average load to be handled by the first and second generators, And a controller for controlling the large capacity battery to compensate for the difference load between the current load and the average load, and the controller operates the second generator when the average load is greater than the maximum efficiency load of the first generator.

Wherein the controller keeps the movable load of the first generator corresponding to the maximum efficiency load of the first generator when the average load is larger than the maximum efficiency load of the first generator, And controls the first generator and the second generator such that the sum of the movable loads of the second generator corresponds to the average load.

Wherein the controller is configured such that when the average load is greater than the maximum efficiency load of the first generator, the sum of the moving load of the first generator and the moving load of the second generator corresponds to the average load, And controls the first generator and the second generator such that the load and the moving load of the second generator are the same.

When the ship performs a dynamic position operation, the average load is taken over by the first generator or the first and second generators, and the differential load is taken over by the large capacity battery.

The large capacity battery includes a supercapacitor.

The control unit includes a generator load control unit that transmits a generator control signal to the first and second generators, and receives generator load information from the first and second generators, a generator load control unit that receives generator load information from the generator load control unit, A load calculation unit for calculating a mean load and a current load based on the detected voltage of the power grid; and a control unit for transmitting a battery control signal to the large capacity battery, And a controller for controlling the operation of each generator and the operation load by providing a generator control signal to each of the generators via the generator load controller, To provide a battery control signal to charge the large capacity battery It comprises a central control unit that controls whether the discharge.

The first and second generators include a diesel generator or a gas engine generator that is an internal combustion engine that uses gaseous fuel such as coal gas, generation gas, liquefied gas (LPG), or natural gas.

In order to achieve the above object, another aspect of the present invention is a power grid comprising: a power grid; At least one generator connected to the power grid and supplying electricity to the power grid; A large capacity battery coupled to the power grid, the large capacity battery being charged to receive electricity from the power grid or discharged to supply power to the power grid; A plurality of load elements coupled to the power grid; Wherein the controller is configured to receive the generator load information from the at least one generator and to sense the voltage of the power grid to calculate a current load and an average load to control the average load to be serviced by the generator, Wherein the differential load includes a controller that controls the large capacity battery to bear, and at least one of the at least one generator has a load corresponding to a maximum efficiency load.

In order to achieve the above object, an aspect of a method of operating a ship's power of the present invention comprises determining an average load and a current load based on generator load information and a voltage of a power grid, And activating an additional generator according to the result, the current load comparing the average load, and charging or discharging the large capacity battery according to the result.

When the average load is smaller than the maximum efficiency load or when an additional generator is operated, the size of the current load and the average load are compared.

And activates the additional generator if the average load is greater than the maximum efficiency load.

And charges the large capacity battery when the current load is not greater than the average load, and discharges the large capacity battery when the current load exceeds the average load.

The details of other embodiments are included in the detailed description and drawings.

1 is a block diagram exemplarily showing a power system of a ship according to an embodiment of the present invention.
2 is a block diagram illustrating in more detail exemplary configurations of a controller for a power system of a ship in accordance with an embodiment of the present invention shown in FIG.
3 is a graph showing an exemplary current load of a ship being cruised.
4 is an enlarged view of a part of the graph of Fig.
5 is a graph exemplarily showing a moving load when an additional generator for the current load shown in the graph of Fig. 4 is activated.
FIG. 6 is a graph showing a charge load of a large capacity battery and a moving load of a generator of a ship according to an embodiment of the present invention, with respect to the current load shown in the graph of FIG.
FIG. 7 is a graph showing fuel consumption per unit production electric power for a moving load of one generator. FIG.
8 is a flowchart showing a charge / discharge control processor of a controller of a ship according to an embodiment of the present invention.
Fig. 9 is a graph showing an aspect of an operational load variation of a plurality of generators of a ship in accordance with an embodiment of the present invention, with respect to a load variation with time of an exemplary ship. Fig.
Figures 10-13 illustrate power graphs in accordance with some embodiments of the present invention.
14 and 15 are views showing a ship according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention and the manner of achieving them will become apparent with reference to the embodiments described in detail below with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Is provided to fully convey the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

Unless defined otherwise, all terms (including technical and scientific terms) used herein may be used in a sense commonly understood by one of ordinary skill in the art to which this invention belongs. Also, commonly used predefined terms are not ideally or excessively interpreted unless explicitly defined otherwise.

1 is a block diagram exemplarily showing a power system of a ship according to an embodiment of the present invention.

1, a ship according to an embodiment of the present invention includes a power grid 100, a plurality of generators G1 to Gn or 500 connected to the power grid 100, a large capacity battery (not shown) connected to the power grid 100 400, a plurality of load elements 600 coupled to the power grid 100, and a controller 200.

The power grid 100 may correspond to one or more electrical nodes that pass through the in-vessel power system. The power grid 100 may refer to a collection or network of one or more electrical cables capable of forming one or more electrical nodes to power the load elements.

In the embodiment shown in Figure 1, the power grid 100 is illustrated as forming an AC grid with an AC voltage applied thereto. However, the present invention is not limited thereto, and the power grid 100 may form, for example, a DC grid to which a DC voltage is applied.

The plurality of generators G1 to Gn are connected to the power grid 100 and can supply electricity to the power grid 100. [ The plurality of generators G1 to Gn may be composed of, for example, diesel generators capable of generating large capacity electric power of 200 KW or more. The generator may be a gas engine generator that is an internal combustion engine using gas fuel such as coal gas, generated gas, liquefied gas (LPG), and natural gas. Each generator can generate an AC voltage having a specific voltage level and frequency, and can be self-regulated to maintain that particular voltage level and frequency. For example, a diesel generator may self-regulate the amount of fuel it consumes to provide an AC voltage of 440V and 60Hz, thereby maintaining the voltage and frequency that it provides to the power grid 100 at 440V and 60Hz .

A plurality of load elements 600 may be coupled to the power grid 100 and may be powered from the power grid 100 to perform corresponding functions of the plurality of load elements 600. [

If a plurality of load elements 600 consume a lot of power and the load of the power grid 100 rises, the AC voltage amplitude of the power grid 100 becomes small or the frequency of the AC voltage of the power grid 100 Can be reduced. In this case, it can be interpreted that the load of the power grid 100 is increased, and the plurality of generators G1 to Gn can be adjusted to provide an operating load corresponding to the increased load. Specifically, when the load of the power grid 100 is increased, the plurality of generators G1 to Gn increase the amount of fuel consumed, thereby increasing the amplitude and frequency of the AC voltage to a certain level and frequency, for example, And 60 Hz to increase the operating load provided to the power grid 100.

The plurality of generators G1 to Gn can receive the generator control signal CS_G from the outside and the plurality of generators G1 to Gn generate electric power in response to the received generator control signal CS_G The movable load corresponding to the amount of electric power to be supplied to the electric power grid 100 can be adjusted.

That is, in one embodiment of the present invention, the plurality of generators G1 to Gn can operate in an external regulating manner to regulate the operation load of the generators G1 to Gn according to an external generator control signal CS_G. Alternatively, the amount of power load generated independently of the instantaneous voltage fluctuations of the power grid 100 network can be maintained externally.

The plurality of load elements 600 in the ship may be various application devices and mechanisms that perform the functions by connecting to the power system in the ship. A plurality of load elements 600 may be connected to the power grid 100 via a transformer and the transformer may be operable to reduce or boost the voltage of the power grid 100, To the load element 600 of FIG.

In a ship according to an embodiment of the present invention, the plurality of load elements 600 may include, but is not limited to, an in-vessel device / mechanism load L0, a plurality of thruster (s) L1 to Lm.

The in-ship instrument / instrument load L0 may be a conventional instrument / instrument operated by using electricity in the ship, for example, a control system, household appliances, lighting, and the like.

The plurality of thrusters L1 to Lm may be a combination of an electric motor and a screw, which provide an auxiliary propulsion force in addition to the main propeller for the ship. For example, the thrusters L1 to Lm may be arranged in a direction perpendicular to the longitudinal direction of the ship A bow thruster providing propulsion, or an azimuth thruster capable of providing propulsive forces across the entire range.

In a ship according to an embodiment of the present invention, the ship may be a ship performing a dynamic position operation. That is, in accordance with an embodiment of the present invention, the ship is provided with auxiliary thrusters (L1 to Lm) to maintain the equilibrium of the ship with respect to the dynamic change of the position and angle of the ship with respect to time, The operation can be controlled.

Since the operation of the thruster (L1 to Lm) for the dynamic position operation of the ship corresponds to the dynamic change of the position and the angle of the unspecified ship, The instantaneous load may be changed.

In order to cope with the fluctuation of the instantaneous load applied to the power grid 100 in such a vessel, the plurality of generators G1 to Gn in the ship must have a sufficient margin of the load that can be supplied. For example, in order to supply a load equal to or greater than the average load (L_A) consumed at the ship, one generator has a sufficiently large power supply capability as compared with the average load (L_A), or the additional generator It should be maintained. For example, even if the maximum load that can be supplied by the first generator (for example, G1) among the plurality of generators G1 to Gn is equal to or higher than the average load L_A consumed in the ship, Considering the margin for the operating load of the thruster running during the time interval, the second generator (e.g. G2) needs to remain in the standby state. At this time, the second generator G2 must maintain a power generation state that supplies a relatively low load to the second generator G2, which may cause the fuel economy of the generator to be hindered.

However, in the ship according to the embodiment of the present invention, it is possible to actively cope with the fluctuation of the instantaneous load by using the large capacity battery 400 without using the generator maintaining the standby state.

This large capacity battery 400 may be connected to the power grid 100 via a DC to AC transformer or an AC to DC transformer and may serve as an auxiliary power supply for the in-ship power system. The large-capacity battery 400 can be supplied with power from the power grid 100 and can be charged or discharged to supply power to the power grid 100.

The large capacity battery 400 may be a lithium ion battery or a super capacitor. Also, the large capacity battery 400 may be one in which at least one of the lithium ion battery and the super capacitor is mounted in the ISO container.

The large capacity battery 400 can repeat charging or discharging so as to maintain or follow a preset charging value. For example, the large capacity battery 400 may be self-regulated to start charging when discharged to a predetermined lower limit charging value and to be discharged when being charged to a predetermined upper limit charging value or more. Also, for example, the large capacity battery 400 can be self-regulated in charge and discharge so as to follow a predetermined charge / discharge target value that varies with time.

Further, the large capacity battery 400 can switch the charging or discharging state of the large capacity battery in response to the external battery control signal CS_B. For example, when the battery control signal CS_B corresponding to the charge start signal is applied to the large capacity battery 400, the large capacity battery starts charging. The large capacity battery 400 can be controlled externally so that the large capacity battery 400 starts to discharge when the battery control signal CS_B corresponding to the discharge start signal is applied.

The plurality of generators G1 to Gn can transmit the generator load information L_G concerning the operation of each of the generators G1 to Gn and the operation load to the outside to the external controller 200, for example. The large capacity battery 400 can also transmit information to the external controller 200, for example, about the present charge level of the large capacity battery 400, the number of charge / discharge cycles, the charge and discharge duration, and the like.

The controller 200 may provide the generator control signal CS_G to each of the generators to control the operation of the generators G1 to Gn and the degree of the operation load. Also, the controller 200 may control the charging or discharging of the large-capacity battery by providing the battery control signal CS_B to the large-capacity battery 400. The controller 200 can also be connected to the power grid 100 via a sensor and can detect the voltage of the power grid 100 by a sensor.

The controller 200 receives the generator load information L_G from the plurality of generators G1 to Gn and detects the voltage of the power grid 100 to determine the current load L_C and the average load L_A and controls the charging and discharging of the movable loads and the large capacity batteries of the generators of the generators based on the calculated current load L_C and the average load L_A.

More specifically, the controller 200 can control at least the movable load L_G1 of the first generator (e.g., G1) to correspond to the average load L_A consumed in the power system. That is, the average load L_A can be controlled so that the generator can afford. Also, the controller 200 discharges the large capacity battery 400 during a time period in which the current load L_C consumed in the current power system is greater than the average load L_A consumed in the power system, and the current load L_C is averaged The large capacity battery 400 can be charged during a time period shorter than the load L_A. That is, the difference load between the current load L_C and the average load L_A can be controlled so that the large capacity battery 400 can take over.

In the present specification, the current load L_C means the total amount of load (for example, arithmetic sum) applied to the power grid 100 at the present time point. In addition, the average load L_A means an average of loads applied to the power grid 100 during at least a certain period of time before the current time. The average may be the total load over a period of time divided by time. On the other hand, the average may be a simple average or a weighted average.

Next, referring to FIG. 2, exemplary configurations of the controller 200 according to an embodiment of the present invention will be described in detail.

2 is a block diagram illustrating in more detail exemplary configurations of the controller 200 for a power system of a ship in accordance with an embodiment of the present invention shown in FIG.

The controller 200 includes a generator load control unit 210, a load calculation unit 220, a central control unit 230, a battery control unit 240, and an operation information DB 250. In the present embodiment, can do.

The generator load control unit 210 may be an interface that transmits the generator control signal CS_G to the plurality of generators G1 to Gn and receives the generator load information L_G from the plurality of generators G1 to Gn.

The generator load controller 210 may transmit the received generator load information L_G to the load calculator 220. The generator load control unit 210 may receive the generator control signal CS_G from the central control unit 230 and may transmit the generator control signal CS_G to the plurality of generators G1 to Gn. The plurality of generators G1 to Gn can control the operation of the generators G1 to Gn and the operation load in response to an external generator control signal CS_G.

The sensor 300 may sense a voltage (e.g., voltage level, amplitude, frequency, etc.) from the power grid 100 and transmit the sensed value V_Sense to the load calculation unit 220.

The load calculating unit 220 calculates the load on the ship such as the total operating load of the generators G1 to Gn, the average load L_A of the loads in the ship, the current load L_C of the loads in the ship, Can be calculated. ,

The load calculating unit 220 can determine the total operation loads produced by the generators G1 to Gn based on the received generator load information L_G, for example.

The load calculating unit 220 calculates the average load L_A and the current load L_C based on the sensing value V_Sense of the power grid 100 (that is, the voltage level, amplitude, frequency, etc.) . Next, the average load L_A and the current load L_C calculated in the central control unit 230 can be provided.

The load calculation unit 220 may monitor the deviation between the amplitude of the voltage of the power grid 100 and a specific amplitude (hereinafter referred to as "amplitude deviation") or the frequency of the voltage of the power grid 100 (Hereinafter referred to as "frequency deviation") between specific frequencies. Here, the specific amplitude and the specific frequency may be, for example, a value corresponding to the total operation load currently produced by the plurality of generators G1 to Gn. As described above, the current load L_C corresponds to the arithmetic sum of all loads connected to the power grid 100 at the current point in time. Thus, the "amplitude deviation" may correspond to the difference between the current load L_C and the total operating load. Likewise, "frequency deviation" may correspond to the difference between the current load L_C and the total operating load.

For example, if the current load L_C is greater than the total operating load produced by the current generators G1-Gn, the amplitude of the voltage detected from the power grid 100 may be reduced or the frequency of the voltage may be reduced. Conversely, if the current load L_C is less than the total operating load produced by the current generators G1-Gn, the amplitude of the voltage detected from the power grid 100 may increase or the frequency of the voltage may increase.

In summary, the load calculating unit 220 can calculate the difference between the current load L_C and the total operation load based on the "amplitude deviation" and the "frequency deviation".

Further, the load calculating unit 220 may calculate the average load L_A by averaging any samples of the current loads L_C that have been calculated before the current time, over a certain time period. However, it should be understood that the average load (L_A) represents the average tendency of the fluctuating current load (L_C). It should be understood that the present invention can be determined not only based on the average of the current loads L_C at the previous time but also the tendency of the current loads L_C at the previous time and the present time.

The battery control unit 240 transmits the battery control signal CS_B to the large capacity battery 400. The battery control unit 240 may be an interface for receiving information on the present charge level, the number of charge / discharge cycles, the charge and discharge duration, and the like of the large capacity battery 400 from the large capacity battery 400. [

The battery control unit 240 may transmit the information received from the large capacity battery 400 to the central control unit 230. The battery control unit 240 may receive the battery control signal CS_B from the central control unit 230 and may transmit the battery control signal CS_B to the large capacity battery 400. [ The large capacity battery 400 can switch the charging or discharging state in response to an external battery control signal CS_B.

The central control unit 230 may provide the generator control signals CS_G to the respective generators G1 to Gn through the generator load control unit 210. The central control unit 230 then determines whether the generators are activated The load can be controlled. The central control unit 230 may provide the battery control signal CS_B to the large capacity battery 400 through the battery control unit 240. The central control unit 230 may determine whether the large capacity battery 400 is charged or discharged Can be controlled.

Specifically, the central control unit 230 determines whether the generators G1 to Gn are in operation and the operation load based on the current load L_C and the average load L_A received from the load calculation unit 220, And may generate a corresponding generator control signal CS_G. The central control unit 230 may determine the charge and discharge timing of the large capacity battery 400 based on the current load L_C and the average load L_A to generate the corresponding battery control signal CS_B

More specifically, the central control unit 230 can control the movable load L_G1 of at least one generator (for example, G1) to correspond to the average load L_A. That is, when the average load L_A is constant or increases or decreases at a gentle speed, the central control unit 230 determines that the movable load corresponding to the load produced by the plurality of generators G1 to Gn is the average load L_A, The generator control signal CS_G can be generated and provided to the plurality of generators G1 to Gn.

The central control unit 230 may compare the current load L_C with the average load L_A and may determine that the current load L_C is greater than the average load L_A, (CS_B) can be provided to the large capacity battery (400). Conversely, the battery control signal CS_B for instructing the charging of the large capacity battery 400 can be provided to the large capacity battery during a time period in which the current load L_C is smaller than the average load L_A load.

That is, the central control unit 230 controls the operation load generated by the generators G1 to Gn to follow the average load L_A. For example, when the current load L_C is generated at an unspecified time by the thruster, Can be compensated by charging and discharging the large capacity battery. A more detailed description thereof will be described with reference to Figs. 3 to 7 hereinafter.

The flight information DB 250 may be a database in which information (S_I) regarding the navigation scheduling of the ship is recorded.

The navigation information DB 250 may provide information S_I about the navigation scheduling of the ship to the central control unit 230 and the central control unit 230 may provide additional information The charging or discharging time interval can be set.

Figure 3 is a graph showing an exemplary current load of a ship being cruised; Figure 4 is an enlarged view of a portion of the graph of Figure 3;

Referring to FIGS. 3 and 4, it can be expected that the load consumed in a cruising ship will generally increase or decrease with a constant or low slope without significant fluctuation with time. 3 and 4, the graph of the ship's current load L_C with respect to time may have a smoothing interval S_P maintained at a constant value.

3 and 4, the units of the load (%) on the vertical axis are shown assuming that the maximum operating load that can be produced by one of the generators (G1 to Gn) is 100% (sec).

If, for example, a large load such as a thruster is used for dynamic positioning during cruising, the load consumed by the ship may fluctuate greatly and, as shown in Figs. 3 and 4, The graph of the current load L_C of the ship may have a rocking period F_P that oscillates with respect to time during a specific time period.

3 and 4, the maximum value Max_P of the current load L_C in the swing interval is 130% and the minimum value Min_P is illustrated as 60%. In addition, the average load (L_A) of the cruising ship is illustrated as 80%.

That is, in the example shown, the average load L_A of the cruising ship is 80%, which means that at least one generator is within the range of producible operating loads, so that only one generator during the smoothed section S_P produces power It may be efficient to supply power to the power system.

However, for example, a special load requirement such as the operation of a thruster in a dynamic position control vessel may occur, and in order to cope with such a load requirement, a plurality of generators (G1 to Gn) .

3 and 4, when the maximum value Max_P of the current load L_C of the rocking interval F_P is 130%, the operating load (100%) of one generator is set at Can not accommodate variations in the current load (L_C) of the power source, and an additional power source may be required to supply power that is insufficient.

The easiest approach to supply power that is scarce in the swing interval (F_P) may be to run additional generators. In this regard, further details will be described below with reference to FIG.

The present invention proposes to control charging and discharging of a movable load and a large capacity battery of a generator based on an average load (L_A) and a current load (L_C) as another approach for supplying power that is short in the swing interval F_P . In this regard, further details will be described below with reference to FIG.

5 is a graph exemplarily showing a moving load when an additional generator is activated for the current load shown in the graph of Fig 4. Fig.6 is a graph showing the relationship between the current load shown in the graph of Fig.4 FIG. 7 is a graph showing fuel consumption per unit production electric power of a single generator according to an embodiment of the present invention; FIG.

First, referring to Fig. 5, a case where two generators G1 and G2 are used will be described, for example. The sum of the movable load L_G1 of the first generator G1 and the movable load L_G2 of the second generator G2 may correspond to the current load L_C.

Since there is a considerable delay time until the generators G1 and G2 start to supply power, in order to cope with fluctuations of the current load L_C in the fluctuation period F_P, when additional generators are used , The additional generator needs to be kept in the starting state at all times. That is, as illustrated in Fig. 5, the second generator G2 can maintain, for example, 20% of the operating load in order to cope with fluctuation of the current load L_C in the swing interval.

At this time, the first generator G1 can have an operating load of 60% in the smoothing section, repeat the increase and decrease of the working load in the swinging period F_P, and the current load L_C of the swinging period F_P, The first generator G1 may have a maximum operating load Max_P_G1 close to 100%. The second generator G2 can maintain a 20% operating load state as a standby state and at a point where the current load L_C of the oscillation section becomes maximum, the second generator generates a maximum operating load Max_P_G2 of about 30% Lt; / RTI >

Referring to FIG. 7, fuel consumption (g / kwh) per unit production electric power is gradually decreased as an operation load produced by a single diesel generator increases, and unit production electric power It can be confirmed that the fuel consumption per minute is the minimum value.

That is, the maximum efficiency load is the operating load at the point where the fuel consumption becomes maximum. It can be seen that the diesel generator increases its fuel economy as the moving load increases close to the maximum efficiency load.

5, the first generator G1 has approximately 60% of the operating load in the smoothing interval S_P and the second generator G2 has approximately 20% of the operating load in the smoothing interval S_P . That is, as shown in FIG. 4, although the average load L_A of the power system in the ship is 80%, the second generator has about 20% of the operating load So that the first generator maintains a 60% operating load state. It is interpreted that the two generators G1 and G2 supply the movable load to the load which can be supplied to one generator (for example, G1), that the moving loads of the respective generators G1 and G2 are reduced . That is, referring to FIG. 7, it can be seen that the fuel consumption of the generators G1 and G2 is reduced.

In particular, in the case of the second generator G2 that maintains the standby state, it can have approximately 20% of the operating load, which is the lowest operating load state that keeps starting, which is the operating load that produces the lowest fuel economy from FIG. .

6, the controller 200 of the ship according to an embodiment of the present invention calculates the average load L_A and the current load L_C and calculates the average load L_A and the current load L_C based on the operating load L_G1 of the first generator G1, Can be controlled to correspond to the average load L_A. 6, when the average load L_A is 80%, the first generator G1 can have the 80% of the movable load L_G1, which is equivalent to the flat interval S_P and the swing interval (F_P).

The controller 200 also discharges the large capacity battery 400 during a time period in which the current load L_C is larger than the average load L_A and the large battery 400 during the time period in which the current load L_C is smaller than the average load L_A. 400 can be charged.

That is, as shown in FIG. 6, the movable load of the movable load L_G1 of the first generator G1 is maintained at 80%, which is close to the average load L_A. During a time period (+) where the current load L_C is greater than the average load L_A, the large capacity battery is discharged and can supply power to the power system. During a time period (-) in which the current load L_C is less than the average load L_A, the large capacity battery is charged and can receive power from the power system.

That is, when the average load L_A is smaller than the maximum efficiency load of one of the plurality of generators G1, only one generator G1 may be driven, and the remaining generators G2 may not be driven. One generator G1 can support the average load L_A, and the remaining loads can be handled with a large capacity battery. Therefore, it is not necessary that the remaining generators G2 are driven by an operating load as low as approximately 20%.

Therefore, the ship according to the embodiment of the present invention can secure a sufficient margin for any load requirement without starting an additional generator for the average load L_A within the maximum operating load range of one generator, Can be avoided.

Further, in a ship according to an embodiment of the present invention, at least one generator (for example, G1) has a moving load corresponding to the average load L_A. Therefore, since there is a fluctuation of the operation load with a constant time or with a low slope with respect to time, the acceleration of the generator can be suppressed. This can be expected to suppress the aging of the generator.

Particularly, when the ship performs a dynamic position operation, it is very difficult for the generator to take the average load L_A and the large capacity battery to handle the difference load between the current load L_C and the average load L_A It can be effective. The dynamic position motion allows the vessel to maintain its position even under the influence of algae, wind and wave so that, for example, a vessel, such as a drillship, can anchor in the marine working area. In dynamic position operation, empirically, the average load (L_A) is constant, and instantaneous load is often caused by sudden bird, wind, or wave. Further, when performing the dynamic position operation, a super capacitor can be used for a large capacity battery. This is because, in the dynamic position operation, the energy storage capacity need not be large, but the instantaneous output must be large.

Further, a ship according to an embodiment of the present invention may be provided with a generator G1 in which the operation load corresponds to a pre-measured average load L_A at the time of normal cruise. Thus, at the time of cruise, at least one generator can be close to the maximum efficient load that the movable load is capable of, thereby improving the fuel economy of the ship operation.

In one embodiment of the invention, if the average load L_A exceeds the maximum operating load of at least one generator, for example 100% operating load, or maximum efficiency load, for example 80% operating load, The generator can start generating power.

Hereinafter, power generation control and aspects of the generators according to the embodiment of the present invention when the average load L_A exceeds the maximum operation load or the maximum efficiency load will be described with reference to Figs. 8 and 9. Fig.

8 is a flowchart showing a charge / discharge control process of the controller 200 of the ship according to an embodiment of the present invention.

8, the controller (see 200 in FIG. 2) may determine the average load L_A and the current load L_C based on the generator load information L_G and the voltage of the power grid 100 (810 ).

The controller 200 may then compare 820 the average load L_A with a maximum efficiency load (e.g., 80%). The value of the maximum efficiency load (80%) can be changed depending on the generator. 8, the controller 200 compares the average load L_A with the magnitude of the maximum efficiency load, while in another embodiment, the controller 200 calculates the average load L_A and at least one It is also possible to compare the maximum operating load of the generator.

If the maximum efficiency load is less than the average load L_A, that is, if the average load L_A is greater than the maximum efficiency load ("N"), the controller 200 activates an additional generator 840 .

The controller 200 then compares the magnitude of the current load L_C with the magnitude of the average load L_A if the maximum efficiency load is greater than or equal to the average load L_A ("Y") and the additional generator is running 830).

Next, if the current load L_C is not greater than the average load L_A ("N"), the controller 200 charges 860 the large capacity battery. If the current load L_C is greater than or equal to the average load L_A ("Y"), the controller 200 discharges the large capacity battery 850.

Thereafter, it may be returned to the step of the block 810, and the charge / discharge control of the controller 200 may be continuously repeated.

9 is a graph showing an aspect of the fluctuation of the operating load of the plurality of generators (G1 to Gn) of the ship in accordance with an embodiment of the present invention, with respect to load variation with time of an exemplary ship.

As shown in Fig. 9, it can be illustrated that the total load over time of the ship varies by at most 180% and at least 130% with time with an average load L_A of approximately 150%.

9, when the average load L_A of the first generator G1 is greater than the maximum efficiency load of the first generator G1, the controller 200 controls the first generator G1 to move the movable load L_G1 of the first generator G1, To the maximum efficiency load of. The first generator G1 and the second generator G2 are controlled so that the sum of the movable load L_G1 of the first generator G1 and the movable load L_G2 of the second generator G2 corresponds to the average load L_A Can be controlled.

For example, the controller 200 may control the maximum load efficiency (about 80%) of the first generator G1 to the maximum load of the first generator G1, independently of the variation of the current load L_C over time, ). ≪ / RTI >

The controller 200 calculates the average of the sum of the operating load L_G1 of the first generator G1 and the operating load L_G2 of the second generator G2 independently of the variation of the current load L_C over time (For example, 70%) of the movable load L_G2 of the second generator G2 so as to correspond to the load L_A.

Alternatively, the controller 200 can control the first generator G1 and the second generator G2 such that the movable loads of the first generator G1 and the second generator G2 respectively correspond to the maximum efficiency load. For example, the controller 200 may control both the first generator G1 and the second generator G2 to operate at an operating load of 80%.

Alternatively, the controller 200 may control so that the movable load L_G1 of the first generator G1 and the movable load L_G2 of the second generator G2 are equal to each other. That is, when the average load L_A is 150%, the movable load L_G1 of the first generator G1 and the movable load L_G2 of the second generator G2 may be 75%, respectively. Hereinafter, when the moving loads of the respective generators are the same, the corresponding moving load is referred to as "split efficiency load ".

At this time, the controller 200 can discharge the large capacity battery (see 400 in FIG. 2) when the current load L_C is larger than the average load L_A, and the current load L_C is smaller than the average load L_A The large capacity battery 400 can be charged.

Thus, in one embodiment of the invention, at least one generator (e.g., G1) produces power with a maximum efficiency load or split efficiency load and the other generator (e.g., G2) It is possible to improve the fuel efficiency of the ship's generator by producing power with a load close to the load or a split efficiency load.

Further, in an embodiment of the present invention, power is produced with at least one maximum efficiency load, and the sum of the at least one generator (e.g., G1) and the moving load of the other generator (e.g., G2) Since the sum of the movable loads is constant with respect to time or has a low slope with respect to time, it is possible to suppress the rapid acceleration of the generator, which suppresses the deterioration of the generator .

10 to 12 are diagrams showing the sequential operation of the generator in accordance with the change of the average load Pc.

10, it can be seen that the average load Pc fluctuates as o-> a-> b-> c-> d-> e and the respective generators Pg1, Pg2, Pg3 depend on the average load Pc And the operations are sequentially started and stopped.

 When the average load Pc starts to increase from the point o, the first generator Pg1 starts operating. At this time, the first generator (Pg1) can perform an operation with a movable load of a predetermined size. FIG. 10 shows that the first generator (Pg1) operates with an operating load of 80%. In this case, the power generated by the first generator Pg1 may remain, and the remaining power may be accumulated in the large capacity battery 400. [

When the first reference (P1) is exceeded at the point a, the second generator (Pg2) starts operating. The second generator Pg2 may also be operated with a pre-set operating load, and Fig. 10 shows that the second generator Pg2 operates with an operating load of 80%. In this case, the power produced by the second generator Pg2 may remain, and the remaining power may be accumulated in the large capacity battery 400. [

If the second reference value P2 is exceeded at point b, the third generator Pg3 starts operating. The third generator Pg3 can also be operated with a movable load of a predetermined size, and Fig. 10 shows that the third generator Pg3 operates with an operating load of 80%.

Here, the 80% operating load by the first generator Pg1, the second generator Pg2, and the third generator Pg3 may be the maximum efficiency load described above.

the third generator Pg3 stops operating when the average load Pc is maintained from the point b to a point below the second reference point P2 at a point c.

the second generator Pg2 stops operating when the average load Pc continuously decreases from point c to less than the first reference point P1 at point d. Likewise, between the point c and the point d, the power produced by the second generator Pg2 may remain, and the remaining power may be accumulated in the large capacity battery 400. [

the first generator Pg1 stops operating when the average load Pc continuously decreases from point d to point e at point e. Similarly, between the point d and the point e, the power produced by the first generator Pg1 may remain, and the remaining power may be accumulated in the large capacity battery 400. [

The start and stop of operation of each of the generators may be performed according to the scheduling result by the central control unit 230. [

That is, when the average load Pc is less than the first reference P1, only the first generator Pg1 operates. When the average load Pc is less than the second reference P2 while exceeding the first reference P1, The first generator Pg1 and the second generator Pg2 operate and the first generator Pg1, the second generator Pg2 and the third generator Pg2 when the average load Pc exceeds the second reference P2. Pg3) are scheduled to operate.

It is possible to maximize the efficiency by inducing each of the generators Pg1, Pg2, Pg3 to operate at the maximum efficiency load. In addition, by charging the battery 400 with the remaining power, instantaneous load fluctuations can be easily accommodated.

Fig. 10 shows that the operation stop of the generator is performed according to the reverse order of operation start. In other words, FIG. 10 shows that the first generator Pg1, which has first started operating, stops operating at the latest, and the third generator Pg3, which has started operating at the earliest, stops operating first.

On the other hand, as shown in Fig. 11, the operation stop of the generator may be performed in accordance with the order of operation start or according to the operation elapsed time of the generator.

11, the average load Pc is varied as o-> a-> b-> c-> d-> e, and the respective generators Pg1, Pg2 and Pg3 according to the average load Pc And the operations are sequentially started and stopped.

In this manner, the first generator Pg1 that has first started operating stops first, and the third generator Pg3 that has started operating at the earliest can stop operating at the latest.

Also, the operation start and the operation stop of the generator may be performed in an arbitrary order as shown in Fig.

12, the average load Pc varies as follows: o-> a-> b-> c-> d-> e and the respective generators Pg1, Pg2 and Pg3 according to the average load Pc And the operation is started and stopped in an arbitrary order.

The operation can be started in the order of the second generator Pg2 to the first generator Pg1 to the third generator Pg3 in any order and the third generator Pg3, -> the second generator Pg2 -> the first generator Pg1.

In this manner, the central control unit 230 can schedule operations for a plurality of generators in accordance with an operation start order, an operation elapsed time, or an arbitrarily set order of each of the plurality of generators. However, these scheduling criteria are exemplary and scheduling may be performed in more various ways.

10 to 12, all of the generators 500 provided in the grid operate as movable loads of the same size. However, the moving loads of some or all generators may be set differently. Alternatively, the moving loads of all the generators 500 may be set to be the same so as to correspond to the magnitude of the average load Pc.

Referring to FIG. 13, each of the generators Pg1, Pg2, and Pg3 may not increase any more after reaching the maximum efficiency load (for example, 80%) after starting operation.

Specifically, when the average load Pc fluctuates as a-> a-> b-> c-> d-> e and each of the generators Pg1, Pg2 and Pg3 sequentially operates according to the average load Pc Start and stop operation.

When the average load Pc starts to increase from the point o, the first generator Pg1 starts operating. At this time, the first generator Pg1 increases in accordance with the average load Pc.

When the average load Pc at the point a exceeds the first reference P1, the first generator Pg1 no longer increases. The first generator Pg1 maintains a maximum efficiency load of 80%. That is, the first generator Pg1 does not operate above the maximum efficiency load. Here, the second generator Pg2 starts operating. The second generator Pg2 increases in accordance with the average load Pc.

When the average load Pc at the point b exceeds the second reference P2, the third generator Pg3 also starts operating. The second generator Pg2 does not increase any more. The second generator Pg2 maintains a maximum efficiency load of 80%. That is, the second generator Pg2 does not operate above the maximum efficiency load. The third generator Pg3 can be adjusted according to the average load Pc.

When the average load Pc starts to decrease continuously from the point c, the third generator Pg3 stops operating. The second generator Pg2 also begins to decrease along the average load Pc.

In addition, when the difference is less than the first reference value P1 at the point d, the second generator Pg2 stops operating. The first generator Pg1 also starts to decrease along the average load Pc.

At the point e, the first generator Pg1 also stops operating.

The start and stop of operation of each of the generators may be performed according to the scheduling result by the central control unit 230. [

According to this method, at the stage of increasing the average load Pc, each of the generators Pg1 to Pg3 may not operate in the maximum efficiency interval. However, at least some of the generators Pg1 and Pg2 can be operated at the maximum efficiency interval above the specific criteria P1 and P2. For example, if the average load Pc is maintained for a long time near the specific reference points P1 and P2, at least some of the generators Pg1 and Pg2 can operate in the maximum efficiency interval. In addition, the instantaneous load excluding the average load (Pc) can be accommodated by the large capacity battery.

14 is a view showing a container line according to an embodiment of the present invention.

Referring to FIG. 14, a ship and a power management system according to an embodiment of the present invention can be applied to a container ship 1000. Specifically, a thruster 1006 located at the bow, a large capacity battery 1004 located near the center of the hull, a generator 1002 and a propeller 1008 located at the stern are connected to a ship according to an embodiment of the present invention, The configuration of the operating system can be applied. Alternatively, a configuration such as the large capacity battery 1004 may be disposed on the container placed on the deck.

15 is a view showing an LNG line according to an embodiment of the present invention.

Referring to FIG. 15, a ship and a power management system according to an embodiment of the present invention can be applied to an LNG line 2000. Specifically, a thruster 2006 located at the bow, a large capacity battery 2004 located near the center of the hull, a generator 2002 and a propeller 2008 located at the stern are connected to a ship according to an embodiment of the present invention, The configuration of the operating system can be applied. The power produced by the generator 2002 and the power discharged from the large capacity battery 2004 can be supplied to a load such as a temperature regulator for regulating the temperature of the LNG tank or a compressor for re-liquefying the BOG vaporized in the LNG tank .

Accordingly, a ship, a ship's power management system, and a power management method according to an embodiment of the present invention can be implemented in various ways, such as the above-described container line 1000 and LNG line 2000, It can be applied to ships. However, Figs. 14 and 15 are merely examples in which a ship, a power operation system and a power operation method of a ship according to an embodiment of the present invention can be applied to various ships, and the arrangement of a specific configuration of a ship and a power operation system May be varied in design.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It will be understood. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive.

100: power grid 200: controller
300: Sensor 400: Large capacity battery
500: generator 600: load element

Claims (12)

Power grid;
First and second generators connected to the power grid and supplying electricity to the power grid;
A large capacity battery coupled to the power grid, the large capacity battery being charged to receive electricity from the power grid or discharged to supply power to the power grid;
A plurality of load elements coupled to the power grid;
Receiving the generator load information from the first and second generators, sensing a voltage of the power grid to calculate a current load and an average load to control the average load to be handled by the first and second generators, And a controller for controlling the large capacity battery to compensate for the difference load between the current load and the average load,
The controller activates the second generator when the average load is greater than the maximum efficiency load of the first generator. The method according to claim 1,
Wherein the controller is operable when the average load is greater than the maximum efficiency load of the first generator,
And a control unit for controlling the first generator and the second generator so that the movable load of the first generator is maintained to correspond to the maximum efficiency load of the first generator and the sum of the movable load of the first generator and the movable load of the second generator is equal to the average load, And a ship controlling the second generator. The method according to claim 1,
Wherein the controller is operable when the average load is greater than the maximum efficiency load of the first generator,
The sum of the moving load of the first generator and the moving load of the second generator corresponds to the average load and the sum of the moving load of the first generator and the moving load of the second generator is the same, Ships controlling the second generator. 4. The method according to any one of claims 1 to 3,
When the ship performs a dynamic position operation,
Wherein the average load is taken over by the first generator or the first and second generators is taken over by the large capacity battery. 5. The method of claim 4,
Wherein the large capacity battery includes a supercapacitor. 2. The apparatus of claim 1,
A generator load controller for transmitting a generator control signal to the first and second generators, and receiving generator load information from the first and second generators;
A load calculating unit that receives the generator load information from the generator load control unit and calculates an average load and a current load based on the voltage of the power grid detected through the sensor;
A battery controller for transmitting a battery control signal to the large capacity battery and receiving information on the current degree of charge, the number of times of charging and discharging, the charging and discharging duration of the large capacity battery from the large capacity battery,
The generator control signal is supplied to each of the generators through the generator load control unit to control the operation and the operation load of each generator and to provide a battery control signal to the large capacity battery through the battery control unit, And a central control unit for controlling whether or not the operation of the ship is controlled. The method according to claim 1,
Wherein the first generator and the second generator comprise a diesel generator or a gas engine generator which is an internal combustion engine using gaseous fuel such as coal gas, generated gas, liquefied gas (LPG) or natural gas. Power grid;
At least one generator connected to the power grid and supplying electricity to the power grid;
A large capacity battery coupled to the power grid, the large capacity battery being charged to receive electricity from the power grid or discharged to supply power to the power grid;
A plurality of load elements coupled to the power grid; And
Wherein the controller is configured to receive the generator load information from the at least one generator and to sense the voltage of the power grid to calculate a current load and an average load to control the average load to be serviced by the generator, Wherein the differential load includes a controller for controlling the large-capacity battery to bear,
Wherein at least one of the at least one generator load is maintained to correspond to a maximum efficiency load. Determining an average load and a current load based on the generator load information and the voltage of the power grid,
Comparing the average load with the maximum efficiency load, activating an additional generator according to the result,
Wherein the current load compares the average load and charging or discharging the large capacity battery according to the result. 10. The method of claim 9,
And comparing the current load with the average load when the average load is less than the maximum efficiency load or when an additional generator is activated. 10. The method of claim 9,
And when the average load is greater than the maximum efficiency load, activating an additional generator. 10. The method of claim 9,
Charging the large capacity battery when the current load is not greater than the average load,
And when the current load exceeds the average load, discharging the large capacity battery.

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