KR102150168B1 - Ship applied with low-voltage distribution - Google Patents

Abstract

Examples, examples, the hull having a double hull (double hull) structure; A generator for supplying power to a load in the ship; An ECR-switch room in which a switchboard for transmitting power from the generator to a load and an engine control room (ECR) for controlling the generator are disposed; And a ship including an oil tank.

Description

Vessels with low voltage distribution applied {SHIP APPLIED WITH LOW-VOLTAGE DISTRIBUTION}

The present invention relates to a power supply technology for ships, and more particularly, by applying a power supply system capable of low-voltage distribution (e.g., 440V) by separating a continuous load and a variable load into different power systems according to the load type, space It relates to ships with improved utilization.

The ship's power load includes essential loads related to operation (e.g., Essential & Important Load-Fuel oil supply pump, fuel valve cooling pump, etc.) and service loads not related to operation (e.g. Service Load-Reefer container load). I can. A typical example of an essential load in a ship is a thruster motor. The thruster motor is a large-capacity load (approximately 2MW class) used for berthing/berthing of large ships, and in the case of a normal container ship, two thruster motors are installed on the bow.

In addition, the essential load and service load of the ship may include a continuous load that consumes constant power during operation, a variable frequency drive (VFD) load, and a variable load whose power consumption varies according to operation characteristics, such as a reefer container load. . Typically, a ship is connected to a single power system by using an AC power supply system and a mixture of continuous and variable loads.

Typically, large ships have a very large single power system capacity of 10MW or more. If power is supplied to all loads of large ships in a single system, the quantity of power supply cables will increase rapidly. In addition, since the main load of the ship is a low voltage of 690V or less, if the power system is designed to supply power at a low voltage of 690V or less, the distribution voltage is low compared to the system capacity, so very high current flows through the switchboard. Therefore, in order to protect a system accident due to the high current in the system, an expensive cut-off facility is required. If the rated rectification is 4000~5000A or more, there is no commercial shut-off facility, so a single power system has a limitation in supplying low-voltage-based power due to its capacity limitation.

Therefore, in the case of a ship to which a power system of a certain size or higher is applied, a power supply system that inevitably generates high-voltage power and transforms it into low-voltage to supply power to the load in order to solve the cable quantity and system capacity limitations due to the high current of the low-voltage system. Have.

1 is a diagram illustrating a ship power supply system using a large-capacity transformer since continuous load and variable load are mixed in a single power system according to a conventional embodiment.

Referring to FIG. 1, a power supply system for a ship in which a continuous load and a variable load are mixed in a single power system includes a high-voltage power generation unit 10; A high-voltage switchgear 20; Low voltage switchgear 30; One or more transformers 40 for reducing the voltage of the high-voltage switchgear 20; A load unit 50 in which a continuous load and a variable load are mixed; And an emergency switchboard 60.

As shown in Fig. 1, when the power supply system for a single system ship is applied to a large ship, when the system size is more than a certain size, the main distribution applies high-voltage distribution and branches to the sub-system to which the load is connected, even if the rated voltage of the load is low. In this case, power is supplied by transforming the high voltage into a low voltage through the high/low voltage transformer 40.

For example, if a 6.6kV high voltage is applied to the main bus of FIG. 1, the process of supplying power to the load is as follows. 6.6kV generator -> 6.6kV high voltage main switchboard -> 6.6kV/440V transformer -> 440V low voltage sub-switchboard.

FIG. 2 is a view for explaining an internal structure of a conventional ship having the ship power supply system of FIG. 1.

Referring to FIG. 2, the ship 1000 includes an engine room 1030. The inside of the engine room 1030 includes various engine equipment such as a generator, and other equipment connected to the engine equipment, and an ECR (Engine Control Room) that controls the engine and/or the ECR-Switch Room 1005, which is a space in which the switchboard is placed. ), and a transformer room 1007, which is a space in which the high/low voltage transformer 40 is disposed.

As described above, the power system of FIG. 1 to which high-voltage distribution is partially applied requires a large-capacity high-voltage/low-voltage transformer 40 to supply power to a load. Since high-voltage distribution is performed in a ship having a large load, the size of the transformer chamber 1007 in which the high-voltage/low-voltage transformer 40 is disposed is considerable.

For example, in the case of FIG. 1, the high/low voltage transformer 408 is a 6600/440 VAC, 3400kVA, 3ph specification, and the size of each transformer is horizontal (2.6m) x length (2.65m) x height (1.6m) When eight high and low voltage transformers 40 are installed in the ship, a considerable space is utilized as a transformer room. For example, there are two spaces on board (engine room) with dimensions of width (13~15m), length (6~8m), height (6~8m) (for example, 13.25m Х6.06m Х 6.62m). It is used as two transformer rooms. Eventually, the usable space on the ship is reduced by the size corresponding to the corresponding transformer room.

In addition, the conventional single system power supply system as shown in FIG. 1 has low performance in terms of power generation efficiency. In the case of an AC system, the power generation efficiency is optimal when the load ratio reaches 70-80%, so use a fixed RPM generator that generates power according to 70-80% of the load ratio. The power generation capacity of the power generation unit 10 of FIG. 1 is calculated based on the maximum load power of a continuous load and a variable load. When there is a case in which the required power is lowered compared to the maximum load power in the operation characteristics such as a variable load, the load ratio of the generator is lowered, resulting in a decrease in power generation efficiency.

For example, when the power supply system of FIG. 1 is applied to a container ship, the container ship may include a reefer container that is a representative variable load. Large container ships transport approximately 1000 FEU reefer containers, and the maximum power consumption of these reefer containers is about 4.5 to 5 MW. The power consumption of a refrigerated container varies depending on the outside temperature and the type of shipment, and the load ratio of the refrigerated container is, on average, around 30-40% of the maximum power consumption. As such, the low average load factor of the refrigerated container leads to a decrease in the overall system load factor in a single power system, resulting in a decrease in power generation efficiency of the entire single power system. That is, in the system of FIG. 1, as the ratio of the variable load to the total load increases, the generation efficiency is significantly lowered.

Unexamined Patent Publication No. 10-2017-0118285

According to an aspect of the present invention, a power supply system capable of low-voltage distribution (e.g., 440V) is applied by separating continuous load and variable load in different power systems according to the load type, thereby providing a ship with improved space utilization. I can.

A ship according to an aspect of the present invention includes a hull having a double hull structure; A generator for supplying power to a load in the ship; An ECR-switch room in which a switchboard for transmitting power from the generator to a load and an engine control room (ECR) for controlling the generator are disposed; And an oil tank.

In one embodiment, the oil tank may be disposed within the inner plate of the double hull.

In one embodiment, the oil tank may be disposed inside an engine room.

In one embodiment, the ECR-distribution board room may be located between the second deck and the third deck.

In one embodiment, the first switchboard and the second switchboard may have a vertical arrangement structure.

In one embodiment, the ship may include only a low voltage switchboard.

A ship power supply system is applied to a ship according to the above-described embodiments, and the ship power supply system may include a first power system related to an essential load and a power system related to a service load.

According to an aspect of the present invention, a ship power supply system applied to a ship includes an essential load power system separated according to a load type, and a service load power system. As a result, the load capacity included in each power system is reduced compared to a single system, reducing power generation capacity, and each switchboard generates a voltage lower than the power generation voltage (eg, 6.6kV) in a single system (eg, 440~450V). And can supply power. As a result, it does not require a large-capacity transformer that transforms high-voltage distribution into low-voltage distribution.

Therefore, it is not necessary to use a large number of large-scale transformers, and the space previously provided for large-sized transformers (i.e., the transformer room disposed in the engine room) can be utilized for various other purposes. Improves.

In addition, since the power supply system for ships is based on low voltage distribution, the position of the switchboard can be freely designed compared to the high voltage distribution system. For example, the switchboard of the essential load power system and the switchboard of the service load power system can be arranged vertically.

By having a vertical structure in this way, it is possible to further reduce the horizontal area occupied by the switchboard and to secure more backup space.

The plurality of backup spaces thus secured can be used in various ways.

In one embodiment, an existing transformer room may be utilized for loading objects. In one example, the object may include a spare part or the like for ship operation.

In one embodiment, an existing transformer room may be further utilized for shipping containers. In one example, the container may be additionally shipped to an existing transformer room location. In this case, this space is classified as container shipping space, not engine room. Alternatively, when spare parts arranged in another space due to the existence of an existing transformer are moved to the transformer room and loaded, the container may be additionally shipped to the space in which the spare parts were previously loaded. As a result, the ship according to the present invention can additionally ship a minimum of 20 and a maximum of 120 TEU containers.

In one embodiment, the existing transformer room may be utilized for installation of LNG fuel supply pipes and devices (gas supply devices and accessories thereof) when an LNG generator that generates electricity using LNG fuel is included in the ship. have.

In one embodiment, when the existing transformer room includes a wet scrubber for treating exhaust gas in the ship, a drain pipe for discharging contaminated water by the desulfurization facility and a device for related water treatment ( It can be used for installation of reaction/residue tank, water treatment system, NaOH solution supply tank, etc.).

In addition, since the power supply system for ships is based on low-voltage distribution, a high-voltage switchboard is not required. Accordingly, since there is no need to prepare a separate extra space for managing the high voltage switchboard, the space occupied by the switchboard can be further reduced, and thus the additionally formed backup space can be further utilized for other purposes.

Furthermore, it is possible to move the oil tank disposed inside the conventional double hull structure to a safer interior of the hull.

The effects of the present invention are not limited to the effects mentioned above, and other effects that are not mentioned will be clearly understood by those skilled in the art from the description of the claims.

In order to more clearly describe the technical solutions of the embodiments of the present invention or prior art, the drawings necessary in the description of the embodiments are briefly introduced below. It is to be understood that the following drawings are for the purpose of describing the embodiments of the present specification and not for the purpose of limitation. In addition, some elements to which various modifications such as exaggeration and omission are applied may be shown in the drawings below for clarity of description.
1 is a view showing a ship power supply system of a single system in which a continuous load and a variable load are mixed in a single system according to a conventional embodiment.
2A and 2B are diagrams for explaining a transformer room in which the large transformer of FIG. 1 is disposed according to a conventional embodiment.
3 is a schematic system structure diagram of a power supply system for a ship including a separate power system according to an embodiment of the present invention.
FIG. 4 is a diagram showing a relationship between a load ratio of a load end in a power system and a fuel consumption amount of a generator that supplies power to the load end.
5 is a view for explaining the structure of a ship having the power supply system of FIG. 3 according to the first embodiment of the present invention.
6 is a diagram for explaining the structure of a ship having the power supply system of FIG. 3 according to a second embodiment of the present invention.
7 is a view for explaining the structure of a ship having the power supply system of FIG. 3 according to a third embodiment of the present invention.
8 is a view for explaining the structure of a ship having the power supply system of FIG. 1.
9 is a view for explaining a ship structure having the power supply system of FIG. 3 according to a fourth embodiment of the present invention.

The terms used in this specification are used only to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In the present specification, terms such as "comprise" or "have" are intended to specify the described features, regions, numbers, steps, actions, components, and/or components, and one or more other features, regions, numbers, It does not exclude the presence or addition of steps, actions, components, and/or components.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms as defined in a commonly used dictionary should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and should not be interpreted as an ideal or excessively formal meaning unless explicitly defined in the present specification. .

The embodiments described herein may have an aspect that is entirely hardware, partially hardware and partially software, or entirely software. In the present specification, "unit", "module", "device" or "system" refers to a computer-related entity such as hardware, a combination of hardware and software, or software. For example, in the present specification, the unit, module, device, or system is a running process, processor, object, executable file, thread of execution, program, and/or computer. It may be (computer), but is not limited thereto. For example, both an application running on a computer and a computer may correspond to a unit, module, device, or system of the present specification.

In this specification, a ship is a ship including an essential load essential for the operation of the ship and a service load used for functions other than operation (eg, a load for storing shipments, a load for user convenience, etc.), and includes a container carrier, a fuel carrier, a passenger ship, etc. The same refers to various ships. Hereinafter, for clarity of description, the ship 1000 is described as a container carrier, but is not limited thereto.

In this specification, the fact that the load system is divided into an essential load system and a service load system refers to that the essential load and the service load are not mixed in the same system, but are included in different systems and are configured to receive power by different main switchboards. . The separation of the load grid is not permanent, and the different load grids may be connected by any component (e.g., SPDT switch, or bus-tie breaker) that can be electrically connected between the power supply components. have.

In this specification, embodiments relate to a power system of a ship. In the case of ships, since the range of low voltage is prescribed as 1500V or less in international regulations, the term "low voltage" in the present specification refers to a voltage corresponding to 1500V or less unless there is any particular limitation.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the drawings.

3 is a schematic system structure diagram of a power supply system for a ship including a separate power system according to an embodiment of the present invention.

Referring to FIG. 3, the marine power supply system 1 includes one or more power systems 100, 200, etc. The power system 100 includes a power generation unit 110, a switchboard 130 including a main switchboard, and an essential load unit 150 including an essential load. The power system 200 includes a power generation unit 210, a switchboard 230 including a main switchboard, and a service load unit 250 including a service load.

In addition, the marine power supply system 1 may further include a control unit (not shown) that monitors the state of the power system and controls power supply. The control unit may include one or more of a power management system (PMS), an energy management system (EMS), and an energy power management system (EPMS).

Hereinafter, for clarity of description, the marine power supply system 1 is described as including two power systems 100 and 200, but is not construed as being limited thereto. In addition, in some cases, a detailed description of two components is represented by a detailed description of one component.

As shown in Fig. 3, the power supply system 1 for ships is configured in a state in which the power system is separated for each essential load and service load.

The power generation unit 110 supplies power to the essential load unit 150 through the switchboard 130 so that the load of the essential load unit 150 consumes power and drives it.

The power generation unit 110 outputs an alternating current electric signal and includes a plurality of generators (eg, generators 111 and 112 in Fig. 3. The properties and power generation capacity of the generators 111 and 112 depend on the load. For example, when the motor load for the operation of the ship is a constant output load, an alternator can be used In addition, when the capacity of the generator is 85% and the load capacity is 1MW, the power generation capacity of the generator is about 1.2MW Can be

The generators 111 and 112 may include a diesel generator, a combined fuel generator, a gas fuel generator, and a gas turbine, but are not limited thereto.

In addition, the power generation unit 110 may further include one or more switches and/or disconnectors to control power supply according to the situation. For example, as shown in FIG. 3, when the power supply system 1 for a ship includes two generators 111 and 112, it may further include two switches 113A and 113B.

In the switchboard 130, power is supplied by AC. In one embodiment, the switchboard 130 may include a main switchboard of the power system 100. The main switchboard is composed of a bus cable, and in this case, the bus cable may be referred to as a main bus.

Further, in some embodiments, the switchboard 130 may include a plurality of bus cables. For example, the switchboard 130 may include a plurality of bus cables, such as a main bus 131 electrically connected to the generator 111 and a main bus 132 electrically connected to the generator 112. In this case, the switchboard 130 further includes a bus tie breaker 133 that connects the plurality of main buses 131 and 132 electrically, but the electrical connection is cut off in case of an emergency and/or accident. can do.

Low voltage can be applied to the switchboard 130, so that the power system 100 can perform low voltage distribution. For example, an AC voltage of 440V is applied to the main bus 131 and the main bus 132 of FIG. 3 to supply power to the load.

Components of power system 100 may be electrically connected to interact. For example, the power supply system 1 for a ship may supply power to the essential load using a power supply line electrically connecting the power generation unit 110 to the essential load unit 150 through the switchboard 130.

The essential load unit 150 of the power system 100 includes essential loads (eg, thruster motors, lubricating oil pumps, engine fuel supply pumps, cooling pumps, etc.) used for operation of the ship, as shown in FIG. 3. Can include. Most of the essential loads included in the essential load unit 150 correspond to a continuous load whose load factor does not change.

In some embodiments, the essential load unit 150 may further include a variable frequency control (VFD, Variable Frequency Drive) based load. A load based on variable frequency control is an essential load that optimizes the power consumption of the load stage according to operational characteristics, such as a cooling system (Central Cooling System), for example, a VFD load is a cooling pump configured to control the temperature of the cooling water. Includes essential loads configured to control temperature, pressure, etc.

As described above, the switchboard 130 is configured to perform low-voltage distribution. Accordingly, as shown in FIG. 3, at least some essential loads may be electrically connected directly without the need for a separate transformer to receive power.

The thruster motor 152 is a motor used in the berth/berth of a ship. The thruster motor 152 is a large load that consumes a large amount of power compared to other continuous loads. For example, the thruster motors 152A and 152B of FIG. 3 have a load capacity of about 2MW. For this reason, when power is supplied by the low-voltage switchboard 130 to which a low voltage such as 440V is applied, 8-10 cables of 270A with a cross-sectional area of 150SQMM must be laid, and the installation of the power supply line in the ship 1000 is not easy. I can.

In one embodiment, the essential load unit 150 may supply a power supply line (not shown) electrically connecting the thruster motor 152 from the switchboard 130, and power to the thruster motor 152 more efficiently. It may further include a step-up transformer 153.

The power supply line is a component that electrically connects the switchboard 130 to the thruster motor 152, and in one example, the power supply line may be a cable.

The booster transformer 153 is a transformer that boosts the low voltage supplied from the switchboard 130, and the output voltage of the booster transformer 153 is configured to correspond to the driving voltage of the thruster motor 152. The boosting transformer 153 is a transformer different from the high/low voltage transformer 40 of FIG. 1, and the output voltage of the boosting transformer 153 has a voltage higher than that of the switchboard 130, but still has a low voltage of 1500V or less. Is configured to output.

The voltage is increased from low to high voltage by the boosting transformer 153, and the magnitude of the current in the power supply line is reduced by the boosting transformer 153. As a result, the voltage drop is improved and the cross-sectional area of the cable and/or the number of strands is reduced. In one embodiment, the cross-sectional area of the cable may be 50SQMM, and in another embodiment, the cross-sectional area of the cable may be 50SQMM to 75SQMM. In addition, the marine power supply system 1 may supply power to the thruster motor 152 using a single cable.

As a result, if the step-up transformer 153 is not included in FIG. 3, 8 to 10 cables with a cross-sectional area of 150SQMM are required, but when the step-up transformer 153 is used as shown in FIG. 3, a cable of 50SQMM Even a strand can supply power to the 2MW thruster motor 152 with a load capacity.

In addition, in some embodiments, the essential load unit 150 includes one or more lower switchboards 154 (154A, 154B in FIG. 3) that supply power at a voltage lower than the voltage of the switchboard 130 (eg, 220V). It may contain more. In this case, the essential load unit 150 may further include a transformer 155 (155A, 155B in FIG. 3) disposed between the switchboard 130 and the lower switchboard 154 to reduce voltage. The transformer 155 is a small transformer having a small capacity.

In addition, the power system 100 may further include an emergency generator that supplies power in an emergency situation such as blackout, and an emergency switchboard 160 including a load operating at this time. The emergency switchboard 160 may include shore power and an emergency load.

Since the components and operations of the power system 200 are substantially similar to those of the power system 100, the differences will be mainly described.

On the other hand, the service load unit 250 of the power system 200 includes a service load additionally used in addition to the operation of the ship. The service load includes a load for storage of shipments used to store shipments, a load for user convenience used for the convenience of occupants of a ship, and the like. When the ship is a container ship, the service load unit 250 stores the ship cargo and the storage temperature changes with time. It may include a refrigerated container. Most of the service loads correspond to variable loads with varying load rates.

In addition, the variable load unit 250 may further include one or more lower switchboards (not shown) that supply power at a lower voltage than the switchboard 230.

Since the power system for ships (1) is configured by separating the power system according to the required load and the service load, each power system (100, 200) is efficient by configuring and operating a type of generator optimized for the mainly included load type. Can supply power

In one embodiment, the essential load power system 100 may include a fixed RPM generator, and the service load power system 200 may include a variable speed RPM generator. For example, in FIG. 3, the generators 111 and 112 of the essential load power system may be a fixed RPM generator, and the generators 211 and 212 of the service load power system 200 may be a variable speed RPM generator.

In the case of a continuous load, there is no change in the load due to the constant output characteristic, so there is little change in the load factor, whereas the variable load has a characteristic that the load factor changes.

Essential load Since most of the load of the power system 100 corresponds to a continuous load in which the load factor does not change, a fixed RPM generator is operated to operate in an optimum efficiency section. On the other hand, most of the loads of the service load power system 200 are variable loads in which the load ratio changes, and thus a variable speed RPM generator capable of variable speed operation according to the load ratio change is operated.

In this way, when the rotational speed of the generator is controlled by RPM having the optimum power generation efficiency for each load section through the variable speed RPM generator of the service load power system 200, it is variable compared to the case where continuous load and variable load are mixed in a single system. The fuel efficiency of the generator that supplies power to the load can be improved.

FIG. 4 is a diagram showing a relationship between a load ratio of a load end in a power system and a fuel consumption amount of a generator that supplies power to the load end.

As described above, in the conventional single power system, power is supplied to a variable load (eg, a refrigeration container) using a fixed RPM generator. The load ratio of the entire refrigerated container has an average of 30-40% of the maximum power consumption. When power is supplied to the entire refrigeration container using a fixed RPM generator as in the prior art, approximately 216 g/kwh of fuel is consumed based on a 35% load rate (point (P _F ) in FIG. 4 ). On the other hand, according to an embodiment of the present invention, power may be supplied to a variable load using a variable speed RPM generator. When power is supplied by using a variable speed RPM generator as in an embodiment of the present invention, approximately 190 g/kwh of fuel is consumed based on the same 35% load rate (point (P _V ) in FIG. 4 ).

Consequently, the power supply system 1 of FIG. 3 has an effect of improving the fuel consumption rate by approximately 13% in generating the same power.

For this reason, if the improvement in fuel consumption is simplified to 10% for a container ship using MGO (Marin Gas Oil) of $640/ton as fuel, OPEX USD 2,4000/year (=USD 9,636/day × improvement efficiency) (10%) × number of operating days (typically 250 days)) fuel cost savings can be obtained.

Furthermore, when the service load is configured to have a load section in which the load rate varies by time slot, power generation efficiency can be further improved by controlling the rotational speed of the generator with RPM having an optimum power generation efficiency for each load section.

In the ship load, the low load section L1 is a section in which the load factor is 10 to 40% and has a fuel consumption of approximately 285 to 210 g/kwh. The heavy load section (L2) is a section in which the load factor is 40 to 60%, and has a fuel consumption of approximately 210 to 194 g/kwh. The high load section L3 represents a section in which the load factor is 80-100%, and has a fuel consumption of approximately 185-190g/kwh. The power supply system 1 of FIG. 3 has substantially the same fuel consumption as the power supply system of FIG. 1 in the high load section L3. However, in the low-load section (L1), the fuel consumption rate per kwh is improved by approximately 6-10% compared to FIG. 1, and in the heavy-load section (L2), the fuel consumption rate per kwh is improved by approximately 10-35% compared to FIG.

In this way, the variable speed RPM generator of the service power system 200 of FIG. 3 controls the RPM based on the load ratio of each load section, thereby improving power generation efficiency of the power generation unit 210.

The fuel improvement effect described with reference to FIG. 4 has been described for the service load power system 200, but is not limited thereto.

As described above, the essential load unit 150 may include a variable frequency control (VFD, Variable Frequency Drive) based load that controls temperature, pressure, coolant, etc. in relation to the operation of the ship. In order to control the temperature and pressure of the coolant, the load ratio of the load based on the variable frequency control may be changed. For this reason, the variable frequency control-based load has various load sections according to the operating characteristics of the ship.

In another embodiment, when the vessel is other than a container vessel (eg, an LNG vessel), a variable speed RPM generator may also be included in the essential load power system 100. When the ship to which the ship's power supply system 1 is applied is not a container ship, the proportion of the variable load in the service load may be relatively reduced. In addition, when a plurality of loads based on variable frequency control are installed in such a ship, the essential load power system 100 may be treated as a variable load power system due to a relative relationship.

When power is supplied by a variable speed RPM generator in the essential load power system 100, the variable speed RPM generator is linked to a variable frequency control (VFD, Variable Frequency Drive) based load of the essential load unit 150.

In this way, when the rotational speed of the generator is controlled at RPM having the optimum power generation efficiency for each load section through the variable speed RPM generator of the essential load power system 100, compared to the case where continuous load and variable load are mixed in a single system, it is variable. The fuel efficiency of the generator that supplies power to the load can be improved. This is similar to the embodiment of the service load power system 200 described above, and a detailed description thereof will be omitted.

In addition, as described above, the power supply system for ships 1 according to embodiments of the present invention is divided into a power system for an essential load and a power system for a service load according to the characteristics of the ship power load.

As a result, the stability of each system is also increased. In the existing case, when a system accident occurs at the service load stage, it is composed of a single system, which affects the essential load. In the case of separating the system, when an accident occurs at the service load stage, the system accident does not affect the power system for the essential load because it spreads only within the power system for the service load. Likewise, in case of an accident at the essential load stage when the system is separated, the accident does not spread to the service load stage.

In addition, the scale of individual power systems is reduced compared to a single power system. For example, if a single power system with a power capacity of 14 MW is separated as shown in FIG. 3 in a scale of 9 MW for the essential load power system 100 and 5 MW for the service load power system 200, the size of the individual power system is 14 MW. To 9MW and from 14MW to 5MW respectively.

And, it is possible to supply power through a main switchboard to which a low voltage (eg, 440V) is applied instead of a high voltage of 6.6kV or higher. For this reason, the large-capacity high-voltage/low-voltage transformer 40 of FIG. 1 is no longer required. Accordingly, in terms of capital expenditures (CAPEX), a cost reduction effect of approximately 250 million/ship can be obtained.

Furthermore, it is possible to supply power at a much lower voltage (eg, 440V) than a high voltage of 6.6kV or more. For this reason, the large-capacity high-voltage/low-voltage transformer 40 of FIG. 1 is no longer required, and the space 7 occupied by the high-voltage/low-voltage transformer 40 illustrated in FIG. 2 can be more efficiently utilized. Hereinafter, embodiments of the use of the space 7 will be described in detail with reference to FIGS. 5 to 9.

<First Example>

5 is a view for explaining the structure of a ship having the power supply system for the ship of FIG. 3 according to the first embodiment of the present invention, FIG. 5A is a cross-sectional view of the ship, and FIG. 5B is a portion E of FIG. 5A. It is an enlarged plan view.

Referring to FIG. 5A, the ship 1000 includes an engine room 1030 that accommodates a generator such as an inside of the hull 10 below the upper deck. As shown in FIG. 5, the engine room 1030 is located below the first deck 1011, which is an upper deck, and is a second deck 1012, a third deck 1013, and a fourth deck ( 1014) Horizontal decks are installed in this order.

It may also include other facilities. Other facilities include, for example, a cargo hold for accommodating a plurality of containers, a fuel storage tank for storing fuel to be supplied to a generator, and the like.

The engine room 1030 includes a propulsion engine (not shown) that provides power to the hull 10, and a plurality of generators (not shown) that generate power to be supplied to the propulsion engine and various electronic devices provided in the hull 1010. Can include. The engine room 1030 may be zoned, for example, by four horizontal decks (first to fourth decks 1011, 1012, 1013, 1014).

In one embodiment, the ship 1000 may include a backup space 1070 in which objects may be loaded. The backup space 1070 is a space used as a transformer room (that is, 7 of FIG. 2) in which a high-voltage/low-voltage transformer is conventionally arranged. The backup space 1070 is located between the first deck 1011 and the second deck 1012.

The backup space 1070 can be located in two places within the ship 1000, and the size of one backup space 1070 used as a transformer room is horizontal (13-15m) Х vertical (6-8m) Х height (6~ 8m) (for example, 13.25m Х6.06m Х 6.62m).

Since the large-scale high-voltage/low-voltage transformer 40 is not required, the backup space 1070 having a significant area can be used for various other purposes, thereby improving space utilization of the ship 1000. The use embodiment of the backup space 1070 may be variously determined according to the type of ship and the intention of the designer.

In one embodiment, the backup space 1070 may be utilized for loading items. In one example, the object may include a spare part or the like for ship operation.

In one embodiment, when the ship 1000 to which the ship power system 1 of FIG. 3 is applied is a container ship, the backup space 1070 may be further utilized for container shipment.

A commonly used container standard is a TEU container with dimensions of 6.058m × 2.591m × 2.438m. When the number of containers that can be shipped in the two spaces of the transformer rooms of 13.25m × 6.06m × 6.62m using the TEU container as a reference, the backup space 1070 contains a maximum of 26 TEU containers (=13 × 2) Dogs can be shipped. That is, the ship having the power supply system 1 for the ship of FIG. 3 can further load up to 26 TEU containers compared to the conventional container ship having the power supply system for the ship of FIG. 1. In some embodiments, approximately 20 (= 10×2) containers may be additionally shipped, even when taking into account the need to secure space more leisurely in consideration of the operation of loading and unloading containers.

In addition, if the high-voltage/low-voltage transformer is not used, the container may be further shipped in a space associated with the utilization of the conventional high-voltage/low-voltage transformer. For example, a predetermined structure may have been installed due to the presence of a large transformer on the deck surface vertically from the conventional backup space 1070. However, since a transformer room is not required and a predetermined structure may not be required, additional containers may be further loaded vertically on the deck surface. In this case, if 5 more containers are loaded horizontally and 10 more vertically on the deck surface, 100 more containers can be loaded.

Therefore, the high/low voltage transformer 40 is not used, and up to about 120 containers can be further loaded on the ship 1000. The number of containers additionally loaded into the backup space used as the existing transformer room is merely exemplary, and 120 or more containers may be further loaded depending on the shape of the container, the transformer, and the size of the transformer room.

Additionally, due to the application of the power supply system 1 for ships of FIG. 3, an object previously arranged in a space other than the backup space 1070 can be moved to the backup space 1070. In this case, the space originally located becomes an empty space due to the movement of the pre-arranged object. Instead of being directly shipped to the backup space 1070, the container may be additionally disposed in an empty space additionally generated by the backup space 1070.

In one embodiment, the backup space 1070 is utilized for installation of LNG fuel supply pipes and devices (gas supply devices and accessories thereof) when an LNG generator that generates electricity using LNG fuel is included in the ship. Can be.

In one embodiment, the backup space 1070 is a drain pipe for discharging contaminated water by the desulfurization facility and related water treatment when a wet scrubber for treating exhaust gas is included in the ship. It can be used for installation of equipment (reaction/residue tank, water treatment system, NaOH solution supply tank, etc.).

In this way, the space occupied by the high/low voltage transformer 40 of FIG. 2 (that is, the existing transformer chamber) 7 can be more efficiently utilized.

<Second Example>

6 is a diagram for explaining the usability of a backup space according to an embodiment of the present invention.

Referring again to FIGS. 1 and 2, when the ship includes a high-voltage switchboard with 6.6kV applied and a low-voltage switchboard with 440V applied, an extra space is required between the high-voltage switchboard and the low-voltage switchboard for maintenance of the switchboard. As a result, as shown in FIG. 2, the ECR and the switchboard are located in the space 1005 of the second deck under the upper deck of the ship. Accordingly, there is a problem that the loading of items such as containers is limited by the space 1005 occupied by the ECR and the switchboard on the second deck.

6, the ship 1000 includes an engine control room (ECR) that controls a generator and a switchboard room that accommodates a switchboard that transfers power from the generator to a load. A backup space 1050 may be included. Here, the backup space 1050 corresponds to the space of the ECR-distribution panel room 1005 of FIG. 2, and the backup space 1050 is located between the first deck 11 and the second deck 12.

The ECR-switchboard room 1031 consists of a switchboard room in which ECR and switchboard-related facilities (eg, MSBD (MAIN SWITCH BOARD)) are located in which facilities that control generators (eg, ENGINE CONTROL CONSOLE (ECC)) are located. .

In one embodiment, the ECR-distribution board room 1031 may be located between the second deck 12 and the third deck 13.

As described above, since the ship 1000 having the power supply system 1 for a ship capable of low-voltage distribution does not require a high-voltage switchboard, no extra space is required between the high-voltage switchboard and the low-voltage switchboard for maintenance of the switchboard. As a result, it is possible to reduce the size of the ECR and/or the switchboard, so that it can be located in a space that has not been previously possible, that is, in the space 1031 of FIG. 6.

In addition, as the conventional ECR-distribution board room located in the space 1005 moves to the space 1031, the backup space 1050 of FIG. 6 can be used for other purposes other than the ECR and the switchboard.

In one example, a container may be shipped to the backup space 1050. In another example, the backup space 1050 may be loaded with various items, for example, items for navigation of a ship, or other items. An example of using the backup space 1050 is similar to the example of using the backup space 1070 described above, and a detailed description thereof will be omitted.

<Third Example>

7 is a view for explaining the structure of a ship having the power supply system of FIG. 3 according to a third embodiment of the present invention.

In the power supply system 1 of FIG. 3, since low voltage distribution is applied to the switchboards 130 and 230, the stability of the power system is not significantly impaired according to the arrangement structure between the switchboards 130 and 230. Accordingly, the continuous load switchboard 130 and the variable load switchboard 230 can be arranged in an efficient structure such as a vertical structure in a ship where the horizontal area is limited.

In one embodiment, the ECR-distribution board room 1031 includes an essential load switchboard room 1311 in which the essential load switchboard 130 is disposed, and a service load switchboard room 1313 in which the service load switchboard 230 is disposed. The service load switchboard room 1313 and the essential load switchboard room 1311 have a vertical structure with each other. For example, as shown in FIG. 7, the essential load switchboard room 1311 is located on the third deck, and the service load switchboard room 1313 has an arrangement structure located above the essential load switchboard room 1311. Can have.

The ECR is related to controlling essential loads such as an engine and may be located in the essential load switchboard room 1311. Accordingly, the space 1311 in which the ECR and the essential load switchboard are located may be referred to as the ECR-essential load switchboard room 1311.

By having such a vertical structure, space occupied by each switchboard room 1311 and 1313 can be further reduced compared to the space occupied by the switchboard and the ECR in the conventional ECR-distribution room 1005.

In one embodiment, the spaces 1311 and 1313 of FIG. 7 do not increase in height compared to the space 1031 of FIG. 6, and the cross-sectional area may be doubled. For example, in the space 1005 of FIG. 2B, while the length is the same, the width may be reduced in half.

As a result, the ship 1000 of FIG. 7 can further secure a space that is half of the space 1005 compared to the ship 1000 of FIG. 2B.

<Fourth Example>

8 is a view for explaining the structure of a ship having the power supply system of FIG. 1.

Referring to FIG. 8, a hull tank such as a lubricant oil tank that does not require a double hull structure is basically disposed on an outer wall of the hull. In the case of a ship to which the power supply system of FIG. 1 is applied, a high-voltage switchboard 20, a high-voltage/low-voltage transformer 40, and the like are installed, so the interior is very complicated. Therefore, the empty space 1008 inside the double hull structure is utilized for the arrangement of the hull tank.

Since the lubricant tank and the like also correspond to the fuel tank (oil tank), the lubricant tank can be disposed on the outer wall of the hull. As shown in FIG. 8, if the lubricant tank is disposed on the outer wall of the hull, there is a high possibility of leakage of oil when an accident occurs in the hull. Therefore, there are frequent requests from ship owners who require more secure arrangement inside the ship (eg, inside the engine room).

However, when it is desired to move the lubricating oil tank into a hull such as an engine room, it is difficult to arrange the lubricating oil tank inside because the internal structure is complicated due to the power supply system of FIG.

9 is a view for explaining a ship structure having the power supply system of FIG. 3 according to a fourth embodiment of the present invention.

Referring to the first to third embodiments described above, as a result of applying the ship power supply system 1 of FIG. 3 capable of low-voltage distribution to the ship 1000, the backup spaces 1050 and 1070 are secured, and the corresponding backup space (1050,1070) can be used for purposes other than power supply.

In particular, as shown in Fig. 9, the space 1031 occupied by the ECR and the switchboard is reduced by almost half compared to the ECR-distribution board room 1005 of Fig. 1, and an extra space (S) can be further secured. have.

As a result, an oil tank 1080 such as a lubricating oil tank can be disposed in an additionally formed space. The space in which the oil tank 1080 is disposed may be the space S or another space additionally formed due to the space S. The additionally formed space is located inside the engine room 1030 located inside the inner wall of the double hull, and is safer than the arrangement position 1008 of the conventional oil tank 1080 located on the outer wall of the ship wall.

In addition, the additionally formed space is different from the space of the container cargo hold in which the container was originally arranged. This is because the additionally formed space is formed due to the application of the power supply system 1000 of FIG. 4 and is not formed due to repositioning of internal loads such as containers.

Therefore, even if the oil tank is disposed inside the engine room 30, the number of containers accommodated in the cargo hold does not decrease.

Eventually, while maintaining the loading quantity of containers, the risk of oil leakage in case of a hull accident is reduced.

In this specification, the structure of the power supply system 1 for a ship with reference to FIG. 3 may be different depending on the ship environment such as the load capacity included in the ship. For example, the number of generators included in the power system 100 may be three. In addition, the power generation capacity of the three generators may be the same, or not all may be the same.

In addition, 440V applied to the switchboard 130 of FIG. 3 is only an exemplary voltage indicating a lower voltage than the 6.6kV of FIG. 1, and the switchboards 130 and 230 may supply power at different voltages depending on the case. For example, 450V may be applied to the switchboard 130 according to the rated voltage of different loads, or 690V may be applied to the switchboard 230 by an alternating current (AC)/direct current (DC) inverter.

Additionally, the power supply system 1 may control the operation of the generator according to the time period (or operation mode), and adjust the amount of power supplied to the load. For example, when the continuous load unit 150 of the power system 100 does not require the power generation capacity of the two generators 111 and 112, the marine power supply system 1 may have at least one generator (for example, The generator 111 is set as a standby generator to stop the operation, and if necessary, the standby generator can be used to supply power to the continuous load unit 150 and use it for other purposes.

The present invention described above has been described with reference to the embodiments shown in the drawings, but these are merely exemplary, and those of ordinary skill in the art will understand that various modifications and variations of the embodiments are possible therefrom. However, such modifications should be considered to be within the technical protection scope of the present invention. Therefore, the true technical scope of the present invention should be determined by the technical spirit of the appended claims.

Claims (7)

In a ship comprising a ship power supply system,
A hull having a double hull structure;
A plurality of generators for supplying power to the load in the ship;
An ECR-switch room in which a switchboard for transmitting power from the generator to a load and an engine control room (ECR) for controlling the generator are disposed;
A backup space included in the engine room and located between the first deck and the second deck, the backup space being disposed below the upper structure of the deck surface; And
Including an oil tank disposed inside the engine room,
The marine power supply system is:
A first power system including a first power generation unit including a generator, a first switchboard including a main switchboard for transferring power from the first power generation unit to an essential load, and a first load unit including an essential load required for operation of the ship; And
Including a second power system including a second power generation unit including a generator, a second switchboard including a main switchboard for transferring the power of the second power generation unit to a service load, and a second load unit including a service load different from the essential load But,
The first load unit includes at least one of a thruster motor, an engine fuel supply pump, a lubricant pump, and a cooling pump as a continuous load, and the second load unit includes a refrigeration container as a variable load, and the second power system and the first Power systems are separated from each other,
Each of the main switchboards connected to the power generation units of the first and second power systems is a low-voltage switchboard, and the low-voltage switchboard is a vessel, wherein a voltage of 1000V or less is applied in the case of AC distribution.
delete delete The method of claim 1,
The ECR-distribution board room is a ship, characterized in that located between the second deck and the third deck.
The method of claim 1,
The first switchboard and the second switchboard, characterized in that the ship having a vertical arrangement structure.
The method of claim 1,
Said switchboard is a vessel, characterized in that it includes only a low-voltage switchboard.
delete

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