KR102405232B1 - Control system and operation method for operating parallel alternator for power generation of ships - Google Patents

Abstract

The present invention relates to a control system and an operating method for operating a parallel alternator for power production of a ship, and the technical problem to be solved is to control the high current output of the alternator according to the inboard power state as a power supply system that replaces the alternator, A control system and operation method for operating a parallel alternator for power generation in ships that can be safely used when interlocking with power generation and load by blocking and controlling the reverse current flowing from the battery and operating a stable system using the basic information of the alternator is to provide To this end, the present invention provides a first alternator that is coupled to a first engine shaft of a ship to generate electricity and rectifies alternating current into direct current to output; a second alternator coupled to the ship's second engine shaft to generate electricity and rectify alternating current to direct current; a system output terminal connected in parallel to the output terminals of the first and second alternators to output DC power; a battery for electric equipment of a ship connected to the system output terminal and charged; a battery for starting an engine of a vessel connected to the system output terminal and being charged; an inverter connected to the system output terminal to convert direct current to alternating current and output; an auto transfer switch connected to the inverter or land AC power to output AC to an AC load; a switching mode power supply connected to the system output terminal to step-down and output direct current; a control unit connected to the switching mode power supply and receiving power to perform a control operation; a human machine interface connected to the switching mode power supply to receive power to perform a display operation; and a battery charger connected to the land AC power supply to charge the battery for electric equipment and the battery for starting the engine, a control system for operating a parallel alternator for power generation of a ship.

Description

Control system and operation method for operating parallel alternator for power generation of ships

The present invention relates to a control system and an operating method for operating a parallel alternator for power generation of a ship.

1A and 1B , a typical ship 10 has two engines 11 , and a basic alternator 12 is provided by the engine manufacturer, one for each engine 11 . However, this alternator 12 is only a device for charging the MF (Maintenance Free) battery 13 for a motor for initially driving (starting) the engine 11, and stably supplies power to other electrical equipment 14 on board. can't supply Accordingly, the conventional ship 10 has a separate alternator 15 for other electrical installations 14 on board.

That is, since the amount of electric power required for a ship is gradually increasing due to the power generation of electric fields and systems, an existing ship supplies electric power to various electric facilities 14 using the diesel-based alternator 15 . However, this causes a lot of inconvenience due to noise, harmful gases, frequent breakdowns due to load concentration, repairs, and reduction of lifespan.

In addition, among various problems, the emission of harmful gases is a problem to be solved in consideration of greenhouse gas reduction activities in the future, and for this reason, a hybrid type ship is gradually being considered.

On the other hand, there is an example of using the battery capacity additionally by connecting to the starting power source when power is insufficient, but the problem with this method is that the higher the battery discharge amount, the longer the land charge time, and the standby time of the ship becomes longer, which limits the maneuverability.

The above-described information disclosed in the background technology of the present invention is only for improving the understanding of the background of the present invention, and thus may include information that does not constitute the prior art.

The problem to be solved by the present invention is to control the high current output of the alternator according to the onboard power state as a power supply system replacing the alternator, block and control the reverse current flowing from the battery, and stabilize the alternator using basic information An object of the present invention is to provide a control system and an operating method for operating a parallel alternator for power generation of ships that can be safely used when interlocking with power generation and load by operating the system.

A control system for operating a parallel alternator for power generation of a ship according to the present invention includes: a first alternator for generating electricity by being coupled to a first engine shaft of a ship and rectifying alternating current into direct current to output; a second alternator coupled to the ship's second engine shaft to generate electricity and rectify alternating current to direct current; a system output terminal connected in parallel to the output terminals of the first and second alternators to output DC power; a battery for electric equipment of a ship connected to the system output terminal and charged; a battery for starting an engine of a vessel connected to the system output terminal and being charged; an inverter connected to the system output terminal to convert direct current to alternating current and output; an auto transfer switch connected to the inverter or land AC power to output AC to an AC load; a switching mode power supply connected to the system output terminal to step-down and output direct current; a control unit connected to the switching mode power supply and receiving power to perform a control operation; a human machine interface connected to the switching mode power supply to receive power to perform a display operation; and a battery charger connected to the land AC power and converting the AC into DC to charge the battery for electric equipment and the battery for starting the engine.

In some examples, a pressure equalization bus bar connecting a first node between the field coil and the armature coil of the first alternator and a second node between the field coil and the armature coil of the second alternator; and a pressure equalization relay connected to the pressure equalization bus to connect and disconnect between the first and second nodes.

In some examples, the control unit turns off the pressure equalization relay when only one of the first alternator and the second alternator operates, and when the output power difference between the first and second alternators exceeds a threshold value, the equalization relay can be turned on.

In some examples, the first isolator is connected to the positive output terminal of the first alternator and performs the connection and disconnection of the direct current automatically by the control unit or manually by a person; and a second isolator connected to the positive output terminal of the second alternator and configured to connect and cut off direct current automatically by the control unit or manually by a person.

In some examples, the first and second isolators may each include a first signal input terminal for receiving a power signal from a system plus output terminal and a second signal input terminal for automatically or manually receiving a power signal from a system minus output terminal. can

In some examples, a fifth isolator connected between the negative output terminal of the first alternator and the system negative output terminal; and a sixth isolator connected between the negative output terminal of the second alternator and the negative system output terminal, wherein the controller controls the fifth and sixth isolators to output the negative terminals of the first and second alternators to the system negative output. It can be separated from the terminal.

In some examples, the third and fourth isolators connected in parallel to each other are connected to the system plus output terminal and the plus terminal of the battery for electrical equipment and connected and cut off of direct current automatically by the control unit or manually by a person. may include

In some examples, each of the third and fourth isolators includes a first signal input terminal for receiving a power signal from the system negative output terminal and a second signal input terminal for receiving a power signal from a positive terminal of the battery for electrical equipment and an emergency switch for manually connecting and disconnecting between the first signal input terminal and the system minus output terminal.

The present invention is a power supply system that replaces the alternator, which controls the high current output of the alternator according to the onboard power state, blocks and controls the reverse current flowing from the battery, and operates a stable system using basic information of the alternator. Provides a control system and operating method for operating a parallel alternator for power generation in ships that can be safely used when interlocking with production and load.

1A and 1B are schematic diagrams showing the configuration of a power control system of a conventional ship.
2A and 2B are schematic diagrams showing the configuration of an exemplary vessel power control system according to the present invention.
3 is a schematic diagram illustrating a coupling relationship between an engine shaft, an alternator for charging an engine battery, and an alternator for power generation in a control system for operating a parallel alternator for power generation of an exemplary ship according to the present invention.
4 is a diagram illustrating a switch connection for connecting and disconnecting a bus bar and a high current in a control system for operating a parallel alternator for power generation of an exemplary vessel according to the present invention.
5 is a block diagram showing the configuration of a control system for operating a parallel alternator for power generation of an exemplary ship according to the present invention.
6 is a main circuit diagram of a control system for operating a parallel alternator for power generation of an exemplary vessel according to the present invention.
7 is a view for explaining a power on/off relay cooling fan in a control system for operating a parallel alternator for power production of an exemplary ship according to the present invention.
8 is a flowchart illustrating a method of operating a control system for operating a parallel alternator for power generation of an exemplary ship according to the present invention.

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

The present invention is provided to more completely explain the present invention to those of ordinary skill in the art, and the following examples may be modified in various other forms, and the scope of the present invention is limited to the following examples It is not limited. Rather, these examples are provided so that this disclosure will be more thorough and complete, and will fully convey the spirit of the invention to those skilled in the art.

In addition, in the following drawings, the thickness or size of each layer is exaggerated for convenience and clarity of description, and the same reference numerals in the drawings refer to the same elements. As used herein, the term “and/or” includes any one and all combinations of one or more of those listed items. In addition, in the present specification, "connected" means not only when member A and member B are directly connected, but also when member A and member B are indirectly connected with member C interposed between member A and member B. do.

The terminology used herein is used to describe specific embodiments, not to limit the present invention. As used herein, the singular form may include the plural form unless the context clearly dictates otherwise. Also, as used herein, “comprise, include” and/or “comprising, including” refer to the referenced shapes, numbers, steps, actions, members, elements, and/or groups thereof. It specifies the presence and does not exclude the presence or addition of one or more other shapes, numbers, movements, members, elements and/or groups.

Although the terms first, second, etc. are used herein to describe various members, parts, regions, layers and/or parts, these members, parts, regions, layers, and/or parts are limited by these terms so that they It is self-evident that These terms are used only to distinguish one member, component, region, layer or portion from another region, layer or portion. Accordingly, a first member, component, region, layer, or portion described below may refer to a second member, component, region, layer or portion without departing from the teachings of the present invention.

Space-related terms such as “beneath”, “below”, “lower”, “above”, and “upper” refer to an element or feature shown in the drawing It may be used to facilitate understanding of other elements or features. These space-related terms are for easy understanding of the present invention according to various process conditions or usage conditions of the present invention, and are not intended to limit the present invention. For example, if an element or feature in a figure is turned over, an element or feature described as "below" or "below" becomes "above" or "above". Accordingly, "below" is a concept encompassing "above" or "below".

In addition, the control unit (controller) and/or other related devices or components according to the present invention may be implemented using any suitable hardware, firmware (eg, application specific semiconductor), software, or a suitable combination of software, firmware and hardware. can For example, various components of a control unit (controller) and/or other related devices or parts according to the present invention may be formed on one integrated circuit chip or on separate integrated circuit chips. In addition, various components of the control unit (controller) may be implemented on a flexible printed circuit film, a tape carrier package, a printed circuit board, or may be formed on the same substrate as the control unit (controller). In addition, various components of the control unit (controller), in one or more computing devices, may be processes or threads executing in one or more processors, which execute computer program instructions to perform various functions mentioned below. and interact with other components. The computer program instructions are stored in a memory that can be executed in a computing device using a standard memory device, such as, for example, a random access memory. The computer program instructions may also be stored in other non-transitory computer readable media such as, for example, a CD-ROM, flash drive, and the like. In addition, those skilled in the art related to the present invention are skilled in the art that functions of various computing devices are combined with each other, integrated into one computing device, or functions of a specific computing device are one or more other computing devices without departing from the exemplary embodiments of the present invention. It should be recognized that they can be distributed among

2A and 2B are schematic diagrams showing the configuration of an exemplary vessel power control system 100 according to the present invention.

As shown in FIGS. 2A and 2B , the power control system 100 of an exemplary vessel according to the present invention includes the first and second engines 11 and the first and second engines 11 respectively coupled to the conventional power control system 100 . The first and second alternators 12, the existing batteries 13 for starting an engine that are respectively connected to and charged with the first and second alternators 12, and the first and second engines of the present invention coupled to the first and second engines 11 , 2 alternators 110 and 120, the battery 130 for electric equipment of the present invention respectively connected to the first and second alternators 110 and 120 of the present invention, and the electric equipment 14 receiving power from the battery 130 for electric equipment may include, wherein the first and second alternators 110 and 120 of the present invention may be electrically connected to each other in parallel. In the following description, descriptions and drawings of the existing first and second alternators 12 will be omitted.

3 is a schematic diagram illustrating a coupling relationship between an engine shaft, an alternator for charging an engine battery, and an alternator for power generation in a control system for operating a parallel alternator for power generation of an exemplary ship according to the present invention.

As shown in FIG. 3 , an alternator for charging the engine battery is provided on one side of the engine pulley of the engine shaft and an alternator for power generation may be provided on the other side of the engine pulley, and these may be mechanically connected to each other by a V-belt. After starting the engine, a poly that considers the starting rotational speed of the alternator may be configured to smoothly produce electric power even in the idle state and the maximum rotational speed state. The engine pulley is fixed to the engine shaft and the alternator rotates at a fixed rate for one revolution.

4 is a connection diagram of a bus bar and a switch for connecting and disconnecting a high current in a control system for operating a parallel alternator for power generation of an exemplary ship according to the present invention.

As shown in FIG. 4, in order to stably drive the high current switching (⑩, ⑪), an insulated power source must be separately configured to excite the relay. In general, if the relay is excited using the produced alternator voltage (ground common) or main voltage (battery voltage), the relay may malfunction. If an excessive voltage is generated when the device signal enters the excited relay, the signal is released to the control unit or PLC, and reliable control is not achieved. The application of parts that block the transient voltage (surge voltage) is also necessary, but a fundamentally stable structure is required. Unlike AC, high DC power has a difficult insulation structure, low efficiency, and high cost. Power cut-off is very important to ensure the safety of insulation.

5 is a block diagram showing the configuration of a control system 100 for operating a parallel alternator for power generation of an exemplary ship according to the present invention.

As shown in FIG. 5 , the control system 100 for operating a parallel alternator for power production of an exemplary ship according to the present invention includes a first alternator 110 , a second alternator 120 , a system output terminal P24, N24), battery 130 for electrical equipment, battery 13 for engine start, inverter 140, auto transfer switch 150, switching mode power supply 160, control unit 170 (or PLC: Programmable Logic Controller) ), a human machine interface 180 and a battery charger 190 .

The first alternator 110 may be coupled to the first engine shaft of the ship to generate alternating current, and rectify and stabilize the alternating current into direct current by a rectifier and a regulator to output it.

The second alternator 120 may be coupled to the ship's second engine shaft to generate alternating current, and rectify and stabilize the alternating current into direct current by a rectifier and a regulator to output it.

In some examples, the first and second alternators 110 and 120 may be provided with temperature sensors and rotation speed gauges to transmit temperature information and rotation speed information to the controller 170 . In some examples, voltage sensors and current sensors may be installed in the first and second alternators 110 and 120 , and voltage information and current information of the first and second alternators 110 and 120 may be transmitted to the controller 170 . In some examples, the first and second alternators 110 and 120 may be connected to each other by a pressure equalization bus 210 between the field coil and the armature coil of the first and second alternators 110 and 120 . In some examples, the first isolator 111 may be connected between the first alternator 110 and the system output terminals P24 and N24, and between the second alternator 120 and the system output terminals P24 and N24. A second isolator 121 may be connected to the . The first and second isolators 111 and 121 may include or be referred to as high-current relays.

The output terminals of the first and second alternators 110 and 120 are connected to the system output terminals P24 and N24 in parallel to receive DC power to output the system DC power.

The battery 130 for electrical equipment may be charged by being connected to the system output terminals P24 and N24. In some examples, battery 130 for electrical installation may include a lithium iron phosphate battery. In some examples, a temperature sensor, a voltage sensor, and a current sensor may be installed in the battery 130 for electrical equipment to transmit temperature information, voltage information, and current information to the controller 170 . In some examples, the third and fourth isolators 131 and 132 (connected in parallel) may be connected between the system output terminals P24 and N24 and the battery 130 for electrical equipment. In some examples, the DC load 201 may be directly connected to the system output terminals P24 and N24.

The battery 13 for starting the engine may be connected to the system output terminals P24 and N24 to be charged. In some examples, the isolator 224 may also be connected between the system output terminals P24 and N24 and the battery 13 for starting the engine. In addition, additional isolators 225 and 226 may be connected between the isolator 224 and the battery 13 for starting the engine.

The inverter 140 may be connected to the system output terminals P24 and N24 to convert direct current to alternating current and output the converted direct current. In some examples, the first and second isolators 111 and 121 and the inverter 140 may be provided on the alternator control panel, and an emergency switch may be provided on the alternator control panel.

The auto transfer switch 150 may be connected to the inverter 140 or the land AC power supply 202 to stabilize the AC and output it to the AC load 203 .

The switching mode power supply 160 may be connected to the system output terminals P24 and N24 to step-down direct current.

The controller 170 may be connected to the switching mode power supply 160 and receive power to perform various control operations disclosed in the present invention.

The human machine interface 180 may be connected to the switched mode power supply 160 and receive power to perform various display operations disclosed in the present invention.

The battery charger 190 may be connected to the land AC power source 202 to charge the battery 130 for electric equipment and the battery 13 for starting the engine. In some examples, an isolator 227 may be provided between the land AC power source 202 and the battery charger 190 . In some examples, the power switching mode supply 160 , the controller 170 , the female machine interface 180 , the auto transfer switch 150 , and the battery charger 190 may be provided on a main switch panel, and also the main switch An emergency switch may be provided on the panel.

6 is a main circuit diagram of a control system 100 for operating a parallel alternator for power generation of an exemplary vessel according to the present invention. Here, the controlling subject of the isolator, relay, switch, etc. is the above-described control unit 170 .

As shown in FIG. 6 , the pressure equalization bus bar 210 is a first node (positive side) between the field coil and the armature coil of the first alternator 110 and between the field coil and the armature coil of the second alternator 120 . The second node (plus side) can be connected. Also, the pressure equalization relay 211 may be installed on the pressure equalization bus 210 to connect and disconnect the first and second nodes. In some examples, the pressure equalization relay 211 may be operated by a control signal of the controller 170 .

In some examples, the control unit 170 turns off the pressure equalization relay 211 when only one of the first alternator 110 and the second alternator 120 operates, so that the first, Make the 2 nodes electrically isolated.

In some examples, the control unit 170 turns on the equalization relay 211 when the output power difference between the first and second alternators 110 and 120 exceeds a threshold value (eg, exceeds 1/3). , so that the first and second nodes of the first and second alternators 110 and 120 are electrically connected.

In some examples, when the alternator is connected to a battery or a load, the output amount of current is determined or changed according to its capacity. In some examples, a higher rotational speed of the alternator does not output a higher current. However, above the rated rotation speed, the alternator is in a state capable of outputting a predetermined voltage and current. At this time, the output of the current is determined according to the capacity of the load. In parallel operation, if the load is concentrated on one alternator for some reason, the load is continuously concentrated on only one side, which may cause other defects such as brush damage or overheating. This problem can be solved by connecting the two field windings in parallel as described above.

In the present invention, as described above for stable parallel operation, a pressure equalization bus bar 210 is installed between the field coil and the armature coil of the alternator, and the control unit 170 can control (connect and disconnect) it. That is, when the alternator is driven in parallel, the pressure equalization bus 210 may be connected or disconnected according to the output current and conditions. For example, when the alternator operates alone, the function of the pressure equalization bus 210 is canceled (off of the relay 211: default). When controlling the pressure equalization bus 210, it is possible only in a state in which the first alternator 110 and the second alternator 120 are operated. However, when the alternators start to operate in parallel and the difference in the current output amount of the first and second alternators 110 and 120 according to the load exceeds about 1/3 for a certain period of time, control so that the equalization bus 210 is connected (relay ( 211)).

In some examples, a voltage sensor may be installed at the positive output terminals of the first and second alternators 110 and 120 . In some examples, a shunt resistor may be installed in series at each of the positive output terminals of the first and second alternators 110 and 120 , and a current sensor may be installed in the shunt resistor. In some examples, a capacitor for voltage and current stabilization may be connected in parallel to each of the positive output terminals of the first and second alternators 110 and 120 .

The first isolator 111 is connected to the positive output terminal of the first alternator 110 and is configured to connect and cut off direct current automatically by the control unit 170 or manually by a person. For automatic or manual operation, a first relay 231 connecting the system minus terminal N24 to any one input terminal of the first isolator 111 may be provided.

The second isolator 121 is connected to the positive output terminal of the second alternator 120 and is configured to connect and cut off direct current automatically by the control unit 170 or manually by a person. A first relay 231 connecting the system minus terminal N24 to any one input terminal of the second isolator 121 for automatic or manual operation may be provided.

In some examples, the first and second isolators 111 and 121 each receive a power signal of the system plus output terminal P24 and automatically or manually (by the first relay 231 ) system minus the first signal input terminal. It may include a second signal input terminal receiving a power signal of the output terminal N24.

In some examples, the isolator applied to the present invention is a two-wire type, and can be configured more conveniently if a 4-wire type is used. In some examples, the isolator may include an input terminal IN, an output terminal OUT, a first signal input terminal SIG_A1 , and a second signal input terminal SIG_A2 . In some examples, the input terminal IN is connected to the positive output terminal of the alternator and the output terminal OUT is connected to the system positive output terminal P24, and the first signal input terminal SIG_A1 is connected to the positive system output terminal P24 ), and the second signal input terminal SIG_A2 is connected to the negative system output terminal N24. In other words, the isolator operates only when the power of the system output terminals P24 and N24 is applied to the first and second signal input terminals SIG_A1 and SIG_A2. That is, the first and second isolators 111 and 121 may stably operate by receiving power signals from the system output terminals P24 and N24 connected to the battery 130 for electrical equipment.

As described above, in the present invention, an isolator (high current relay) is adopted as a device for transmitting and cutting off power from the alternator, and after the battery 130 for electrical equipment is connected to the system, power (+) is applied to excite/element It is configured to receive the voltage of the plus system terminal (P24) and to transmit and cut off the power of the alternator remotely and manually. According to the setting of the relay (switch), remote control is possible, and the manual operation state can always be given priority. That is, it may be configured to release the power connection with a manual switch even when power is connected by a remote control. In order for remote control to be possible, the relay must be set to automatic mode.

The third and fourth isolators 131 and 132 connected in parallel with each other are connected to the system plus terminal P24 and the plus terminal BAT+ of the battery 130 for electrical equipment, automatically by the control unit 170 or manually by a person. It can connect and disconnect direct current.

To this end, the third and fourth isolators 131 and 132 receive a signal from the first signal input terminal SIG_A1 that receives a signal from the system minus output terminal N24 and the plus terminal BAT+ of the battery 130 for electrical equipment, respectively. It may include a second signal input terminal SIG_A2 to be input.

In addition, emergency switches 221 and 222 for manually connecting and disconnecting the first signal input terminal SIG_A1 and the system negative output terminal N24 may be included. Reference numeral 223 in the drawing indicates that the battery 130 is connected to the system as a lamp operation relay. In some examples, emergency switches 221 and 222 may be installed on an alternator control panel and/or a main switch panel, respectively.

That is, as a device for transmitting and cutting off power from the battery 130 for electrical equipment, the positive (+) ), emergency switches 221 and 222 are provided to cut off the system from the battery when it is turned on in an emergency anywhere in the external panel box and its own panel box after receiving voltage. The emergency switches 221 and 222 are normally in a closed state, and operate in an open state in case of an emergency. The negative terminal (BAT-) and / or the system negative output terminal (N24) connected in series with the third and fourth isolators 131 and 132 that can cut off the power to the battery 130 for electrical equipment is connected with At this time, in order to check the current flowing to the battery 130 for electrical equipment according to the system configuration, a large-capacity shunt resistor may be connected between the negative terminal (BAT-) of the battery for electrical equipment 130 and the system negative output terminal (N24). .

The fifth isolator 112 may be connected between the negative output terminal (-) of the first alternator 110 (ie, the ground side of the first alternator) and the system negative output terminal N24 (ie, the ground side of the system). have. The sixth isolator 122 may be connected between the minus output terminal (-) of the second alternator 120 (ie, the ground side of the second alternator) and the system minus output terminal N24 (the ground side of the system).

In some examples, the controller 170 controls the fifth and sixth isolators 112 and 122 so that the minus terminals (-) of the first and second alternators 110 and 120 (that is, the ground side of the first and second alternators) are connected to the minus of the system. It can be disconnected from the output terminal N24 (ie, the ground side of the system).

In general, power may be controlled by connecting or disconnecting the positive terminal, but in an independent environment such as a ship, the alternator body and the engine body part of the ship are connected to each other as a conductor. Therefore, in general ships, the engine and propellant parts serve as a ground (ground).

At this time, if electricity leaks to the grounding terminal (engine) due to a problem inside the ship, the system will generally notify you through monitoring. However, if the ground terminal of the alternator is not immediately disconnected, the leaked electricity may exert excessive force on the internal circuit of the alternator and the connected system.

In the present invention, when a problem in the ship occurs, it is determined and the negative terminal is short-circuited when it is necessary to separate the grounding terminal at the same time. The negative terminal of the alternator transfers or cuts power to the negative terminal by a program as needed, but normally remains turned on.

7 is a diagram for explaining a power on/off relay cooling fan in the control system 100 for operating a parallel alternator for power generation of an exemplary ship according to the present invention.

As shown in FIG. 7, the isolators 111, 112, 131, and 132 (high current relay) are often maintained in an excited state for a long time rather than frequent switching due to the characteristics of use. In this case, a lot of heat is generated, which affects the surrounding system and the relay itself. In the present invention, a cooling fan is provided around the isolators 111, 112, 131, and 132 so that the fan automatically operates when the relay is operated in conjunction with the isolator.

8 is a flowchart illustrating a method of operating a control system for operating a parallel alternator for power generation of an exemplary ship according to the present invention.

As shown in FIG. 8 , when the control system is turned on, the control unit communicates with the first and second alternators, the battery for electric equipment, etc., and checks the output voltage and output current of the first and second alternators, and the battery for electric equipment Check the charging voltage and charging current. In addition, the control unit sets the limit temperature and rotation speed of the first and second alternators, sets the limit temperature of the battery for electric equipment, and displays the remaining amount and time of the battery for electric equipment. That is, the initialization parameter setting is completed by the control unit (step S1).

Next, the control unit determines whether the checked values of the temperature and rotation speed of the first and second alternators are smaller than preset limit values (step S2). As a result of the determination, the control unit turns off the first and second isolators connected to the first and second alternators if the checked values of the temperature and rotation speed of the first and second alternators are not smaller than (that is, greater than) the preset limit values, and set an alarm. output through the human machine interface (step S2_1). As a result of the determination, if the checked values of the temperature and rotation speed of the first and second alternators are smaller than the preset limit values, the controller performs the next step (step S3).

Next, the control unit determines whether the voltage of the battery for electric equipment is smaller than the voltage of the first and second alternators (step S3). As a result of the determination, if the voltage of the battery for electrical equipment is not less than the voltage of the first and second alternators (ie, if it is greater), the controller turns off the first and second isolators connected to the first and second alternators as described above and sets an alarm is output through the human machine interface (step S2_1). As a result of the determination, if the voltage of the battery for electrical equipment is greater than the voltage of the first and second alternators, the controller performs the next step (step S4).

For example, the first isolator is turned on so that the DC power of the first alternator is charged to the battery for electric equipment, and after a predetermined time delay (for example, about 1 minute to about 3 minutes), the second isolator is turned on The DC power of the second alternator is charged to the battery for electric equipment (step S4).

Meanwhile, it is determined whether the maximum output of the first and second alternators is smaller than a preset limit value (step S4). As a result of the determination, if the maximum output of the first and second alternators is not less than the preset limit value (that is, if it is greater), the first and second isolators are turned off so that the DC power of the first and second alternators is transferred to the battery for electrical equipment and the DC load. It is prevented from being outputted to the like (step S2_1). As a result of the determination, if the maximum output of the first and second alternators is less than the preset limit value, the process returns to before step S2 and steps S2 and S3 are repeatedly performed.

That is, the present invention provides an alternator control system for safe operation. The alternator power is supplied to the battery or load only when a condition is satisfied by comparing the data input to each part with the initially set parameters. When the rotation speed and temperature are normal, the battery voltage and the generated alternator voltage are compared, and when the alternator voltage is high, power is supplied to the battery and load. In addition, when the supplied current and voltage are higher than the set value (overvoltage), the power to the battery and load is automatically released. In some examples, the corresponding information is configured so that an administrator can check or check an alarm through monitoring, so that when an event occurs, the corresponding action is automatically executed.

What has been described above is only one embodiment for implementing a control system and an operating method for operating a parallel alternator for power production of an exemplary ship according to the present invention, and the present invention is not limited to the above-described embodiment. As claimed in the claims, it will be said that the technical spirit of the present invention exists to the extent that various modifications can be made by anyone with ordinary knowledge in the field to which the invention pertains without departing from the gist of the present invention.

100; Control system for operating parallel alternator for power generation of ships
110; first alternator 111; 1st isolator
112; a fifth isolator 120; 2nd alternator
121; a second isolator 122; 6th isolator
P24: positive system output terminal N24; negative system output terminal
130; Batteries for electrical installations 131,132; 3rd and 4th isolator
13; battery 140 for starting the engine; inverter
150; auto transfer switch 160; switch mode power supply
170; control unit 180; human machine interface
190; battery charger 201; DC load
202; land AC power 203; AC load
210; equalization busbar 211; equalization relay
221, 222; emergency switch 223; relay

Claims (8)

a first alternator coupled to the first engine shaft of the ship to generate electricity and rectify alternating current to direct current;
a second alternator coupled to the ship's second engine shaft to generate electricity and rectify alternating current to direct current;
a system output terminal connected in parallel to the output terminals of the first and second alternators to output DC power;
a battery for electric equipment of a ship connected to the system output terminal and charged;
a battery for starting an engine of a vessel connected to the system output terminal and being charged;
an inverter connected to the system output terminal to convert direct current to alternating current and output;
an auto transfer switch connected to the inverter or land AC power to output AC to an AC load;
a switching mode power supply connected to the system output terminal to step-down and output direct current;
a control unit connected to the switching mode power supply and receiving power to perform a control operation;
a human machine interface connected to the switching mode power supply to receive power to perform a display operation; and
A control system for operating a parallel alternator for power generation of a ship, including a battery charger connected to the land AC power source and converting the alternating current into direct current to charge the battery for electric equipment and the battery for starting the engine. The method of claim 1,
a pressure equalization bus bar connecting a first node between the field coil and the armature coil of the first alternator and a second node between the field coil and the armature coil of the second alternator; and
A control system for operating a parallel alternator for power generation of a ship, including a pressure equalization relay connected to the pressure equalization bus to connect and disconnect between the first and second nodes. 3. The method of claim 2,
The control unit turns off the equalization relay when only one of the first alternator and the second alternator operates, and turns on the equalization relay when the output power difference between the first and second alternators exceeds a threshold value, Control system for operating parallel alternator for power generation of ships. The method of claim 1,
a first isolator connected to the positive output terminal of the first alternator and configured to connect and cut off direct current automatically by the control unit or manually by a person; and
A control system for operating a parallel alternator for power production of a ship, including a second isolator connected to the positive output terminal of the second alternator and configured to connect and disconnect DC automatically by the control unit or manually by a person . 5. The method of claim 4,
The first and second isolators each include a first signal input terminal for receiving the power signal of the system plus output terminal and a second signal input terminal for receiving the power signal of the system minus output terminal automatically or manually. Control system for operating parallel alternators for production. 5. The method of claim 4,
a fifth isolator connected between the negative output terminal of the first alternator and the negative system output terminal; and
a sixth isolator connected between the negative output terminal of the second alternator and the system negative output terminal;
The control system controls the fifth and sixth isolators to separate the negative terminals of the first and second alternators from the system negative output terminals. A control system for operating a parallel alternator for power production of a ship. The method of claim 1,
Including the third and third isolators connected in parallel to each other connected to the system plus output terminal and the plus terminal of the battery for electrical equipment and connected to and cut off the direct current automatically by the control unit or manually by a person, Control system for operating parallel alternators for power generation. 8. The method of claim 7,
The third and fourth isolators each include a first signal input terminal for receiving a power signal from a system negative output terminal and a second signal input terminal for receiving a power signal from a positive terminal of the battery for electrical equipment,
A control system for operating a parallel alternator for power generation of a ship, comprising an emergency switch for manually connecting and disconnecting between the first signal input terminal and the system negative output terminal.

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