KR102605386B1 - Ship - Google Patents

Abstract

Provide a ship. The ship includes a hull, a power grid provided on the hull, a power management unit that monitors and controls the operating status of on-board loads and generators connected to the power grid, and an energy unit connected to the power grid to store power or supply power to the power grid. A storage unit, a fuel cell that produces power using fuel and supplies the produced power to the power grid, and an energy management unit that controls the power management unit, the energy storage unit, and the fuel cell with reference to the load rate of the generator. Includes.

Description

Ship {Ship}

The present invention relates to ships equipped with batteries and fuel cells.

A device that stores unconsumed surplus power among the power produced by a generator and compensates for power shortage due to the load is called an energy storage system (ESS). In order to store surplus power and supplement power shortage, the energy storage system may be equipped with energy transmission/reception means and energy storage means.

Energy storage systems can store or release power depending on the load usage status.

Republic of Korea Patent Publication No. 10-1349874 (2014.01.10)

The problem to be solved by the present invention is to provide a ship equipped with a battery and a fuel cell.

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

In order to achieve the above task, one aspect of the ship of the present invention includes a hull, a power grid provided on the hull, a power management unit that monitors and controls the operating status of the load and generator on board connected to the power grid, and An energy storage unit that is connected to a power grid and stores power or supplies power to the power grid; a fuel cell that produces power using fuel and supplies the produced power to the power grid; and a load factor of the generator. It includes a power management unit, an energy management unit that controls the energy storage unit, and the fuel cell.

The energy storage unit includes a battery that charges or discharges power, and a converter that converts the power of the battery.

The energy management unit controls the power management unit to allow the generator to supply power consumed by the onboard load when the load rate of the generator is less than or equal to the first critical load rate, and the load rate of the generator exceeds the first critical load rate. And, when the load ratio is below the second critical load ratio, the generator, the energy storage unit, and the fuel cell supply power consumed by the load within the ship.

The energy management unit causes at least one of the energy storage unit and the fuel cell to supply power that is not satisfied by the generator among the power consumed by the onboard load.

The energy management unit controls the power supply amount of the energy storage unit and the fuel cell to maintain the load rate of the generator within the first critical load rate and the second critical load rate.

One aspect of the energy management system of the present invention is an energy management system installed on a ship or marine structure to store and manage power, comprising a power grid, a load in the ship connected to the power grid, or a load and a generator in the marine structure. A power management unit that monitors and controls the operating status of the device, an energy storage unit that is connected to the power grid and stores power or supplies power to the power grid, produces power using fuel, and supplies the produced power to the power grid. It includes a fuel cell, and an energy management unit that controls the power management unit, the energy storage unit, and the fuel cell with reference to the load factor of the generator.

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

1 is a diagram showing a ship according to an embodiment of the present invention.
FIG. 2 is a diagram showing the discharge pattern of the energy storage unit and fuel cell shown in FIG. 1.
Figures 3 and 4 are graphs showing the operating state of power equipment according to the load ratio of the generator shown in Figure 1.
Figure 5 is a flowchart showing the operation of a ship according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings. The advantages and features of the present invention and methods for achieving them will become clear by referring to the embodiments described in detail below along with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below and may be implemented in various different forms. The present embodiments are merely intended to ensure that the disclosure of the present invention is complete, and that the present invention is not limited to the embodiments disclosed below and is provided by those skilled in the art It is provided to fully inform those who have the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

1 is a diagram showing a ship according to an embodiment of the present invention.

Referring to FIG. 1, the ship 10 includes a hull 20, a power grid 100, generators 210, 220, onboard loads 310, 320, an energy storage unit 410, a fuel cell 420, and power It is comprised of a management unit 500 and an energy management unit 600.

The power grid 100 is provided on the hull 20 and may include a first bus 110 and a second bus 120. The power grid 100 is connected to various power facilities installed on board and can exchange power between power facilities. The first busbar 110 and the second busbar 120 may be connected to various power facilities.

The first bus 110 and the second bus 120 may be provided for redundant operation of the ship 10. For example, in normal times, only the power equipment of the first bus bar 110 operates, and when the operation of the power equipment of the first bus bar 110 is stopped, the power equipment of the second bus bar 120 may start operating. It is possible. Alternatively, according to some embodiments of the present invention, the power equipment of the first bus bar 110 and the second bus bar 120 may operate simultaneously.

A bus tie 130 may be provided between the first bus 110 and the second bus 120. The bus tie 130 can connect or block the line between the first bus bar 110 and the second bus bar 120. When the bus tie 130 connects the lines, power from the first bus bar 110 may be transmitted to the second bus bar 120 or power from the second bus bar 120 may be transmitted to the first bus bar 110.

As shown in FIG. 1, the power grid 100 may be an alternating current power grid. Accordingly, the power produced by the generators 210 and 220 is directly supplied to the power grid 100, and the AC power of the power grid 100 is supplied to power converters 710 and 720, such as AC/DC converters and DC/AC inverters. It can be converted and distributed to power facilities. However, the power grid 100 of the present invention is not limited to an AC power grid and may be a DC power grid. In this case, the power converters 710 and 720 may be appropriately placed. Hereinafter, the description will focus on the fact that the power grid 100 is an alternating current power grid.

Generators 210 and 220 can produce power. For example, the generators 210 and 220 may be diesel generators that produce large power of 200 kW or more. A plurality of generators 210 and 220 may be connected in parallel to the power grid 100 to supply the produced power to the power grid 100.

The on-board loads 310 and 320 may operate using power supplied from the power grid 100. For example, the onboard loads 310 and 320 may be a thruster that generates propulsion, a crane, a temperature controller that regulates the temperature of the cargo tank, a compressor that compresses boil-off gas, or a re-liquefaction device that liquefies the compressed boil-off gas. Alternatively, fuel supply pumps, blowers, emergency control equipment, emergency lights, drainage pumps, GPS receivers, radar devices, wireless equipment, ship location transmitting devices, etc. may be included in the on-board loads (310, 320), which are described later. The power management unit 500 and the energy management unit 600 may be included in the onboard loads 310 and 320.

The energy storage unit 410 may be connected to the power grid 100 to store power or supply power to the power grid 100. Specifically, the energy storage unit 410 may store power produced by the generators 210 and 220 or supply the stored power to the onboard loads 310 and 320 through the power grid 100.

Basically, the energy storage unit 410 provided in the first bus bar 110 receives power from the generator 210 of the first bus bar 110 and is supplied to the onboard load 310 connected to the first bus bar 110. Power can be supplied. However, when the bus tie 130 connects the first bus bar 110 and the second bus bar 120, the energy storage unit 410 of the first bus bar 110 is connected to the generator 220 of the second bus bar 120. Power can be supplied from and supplied to the load 320 within the second bus 120.

The energy storage unit 410 may include a battery 411 and a converter 412. The battery 411 can charge or discharge power, and the converter 412 can convert the power of the battery 411. Hereinafter, the converter 412 provided in the energy storage unit 410 is referred to as a power converter.

The battery 411 can charge or discharge direct current power. The power converter 412 converts the alternating current power received from the power grid 100 into direct current power and delivers it to the battery 411, or converts the direct current power received from the battery 411 into alternating current power and supplies it to the power grid 100. You can.

The energy storage unit 410 of the present invention may be an energy storage system (ESS), but is not limited thereto.

The fuel cell 420 can produce power using fuel and supply the produced power to the power grid 100. The power of the fuel cell 420 may be used to charge the energy storage unit 410 or to operate the loads 310 and 320 within the ship. In order to supply power to the energy storage unit 410 and the onboard load 310 provided in the first bus bar 110, the bus tie 130 can connect the line between the first bus bar 110 and the second bus bar 120. there is.

The fuel cell 420 can produce power using hydrogen. To this end, the ship 10 may be equipped with a reformer (not shown) that extracts hydrogen by reforming the liquid fuel in the fuel tank 200.

A converter 421 may be connected to the fuel cell 420. The converter 421 may convert the power of the fuel cell 420. The converter 421 may convert direct current power received from the fuel cell 420 into alternating current power and supply it to the power grid 100.

The power management unit 500 serves to monitor and control the operating status of the onboard loads 310 and 320 and the generators 210 and 220 connected to the power grid 100. For example, the power management unit 500 may check the power consumption status of the on-board loads 310 and 320 and, depending on the results, cause the generators 210 and 220 to produce power or stop power production. .

A plurality of generators 210 and 220 may be connected to the power grid 100. The power management unit 500 may allow only some generators to operate and prevent other generators from operating. Additionally, the power management unit 500 may control the load rate for each generator (210, 220). For example, the power management unit 500 may cause a specific generator to generate power at a load rate of 20% and cause another generator to generate power at a load rate of 80%. Here, the load factor represents the ratio of the power production currently being produced among the maximum power production of the generator.

The power management unit 500 may refer to the power production of other generators when controlling the power production of each generator (210, 220).

The energy management unit 600 functions to control the power management unit 500, the energy storage unit 410, and the fuel cell 420 with reference to the operating states of the onboard loads 310 and 320. When the load of the on-board loads (310, 320) is relatively small, the energy management unit (600) controls the power management unit (500) so that only the power produced by the generators (210, 220) is supplied to the on-board loads (310, 320). can do. Meanwhile, when the load of the on-board load (310, 320) is relatively large, the energy management unit (600) uses not only the power produced by the generators (210, 220) but also at least one of the energy storage unit (410) and the fuel cell (420). Power can be supplied to the on-board loads (310, 320).

Additionally, the energy management unit 600 may control the operation of the energy storage unit 410 and the fuel cell 420 according to the load ratio of the generators 210 and 220. A detailed description of the operation control of the energy storage unit 410 and the fuel cell 420 according to the load ratio of the generators 210 and 220 will be described later with reference to FIGS. 3 and 4.

FIG. 2 is a diagram showing the discharge pattern of the energy storage unit and fuel cell shown in FIG. 1.

Referring to FIG. 2, the battery 411 and fuel cell 420 of the energy storage unit 410 may discharge power.

In FIG. 2 , (a) is a graph showing the amount of discharge of the battery 411 provided in the energy storage unit 410, and (b) is a graph showing the amount of discharge of the fuel cell 420.

The 0 to t1 section represents a section in which only power from the generator is supplied to the onboard loads (310, 320) as the load of the onboard loads (310, 320) is relatively small. At this time, the energy storage unit 410 and the fuel cell 420 may not perform power discharge.

The t1 to t2 section represents a section in which the load of the onboard load (310, 320) cannot be satisfied with only the power of the generator as the load of the onboard load (310, 320) increases. At this time, the energy storage unit 410 and the fuel cell 420 may discharge power.

t1 represents the point in time at which the power of the battery 411 provided in the energy storage unit 410 begins to discharge. Meanwhile, the fuel cell 420 involves a complex process to produce power, so there may be a time interval between production and supply. Accordingly, the fuel cell 420 may supply power after m time has elapsed from time t1. Likewise, the energy storage unit 410 may stop supplying power at time t2, but the fuel cell 420 may stop supplying power after n time has elapsed from time t2.

Figures 3 and 4 are graphs showing the operating state of power equipment according to the load ratio of the generator shown in Figure 1.

Referring to FIG. 3, when the load ratio of the generators 210 and 220 is less than the first critical load ratio GL1, only the power of the generators 210 and 220 can be supplied to the onboard loads 310 and 320.

In FIG. 3, (a) is a graph showing the load ratio of the generators 210 and 220, (b) is a graph showing the load amount of the on-board loads 310 and 320, and (c) is a graph showing the load of the energy storage unit 410. This is a graph showing the charging rate, and (d) is a graph showing the amount of power discharge of the fuel cell 420.

When the load rate of the generators 210 and 220 is less than or equal to the first critical load rate GL1, the energy management unit 600 operates a power management unit ( 500) can be controlled. The power management unit 500 operates the generators 210 and 220 according to the load amounts of the onboard loads 310 and 320 so that the operation of the onboard loads 310 and 320 is maintained without power supply from the energy storage unit 410 and the fuel cell 420. ) can be controlled. Alternatively, the power management unit 500 may control the operation of the onboard loads 310 and 320 according to the power production of the generators 210 and 220.

The t1 to t2 section represents a section in which the load of the onboard load (310, 320) is smaller than the critical load (L). The power management unit 500 may ensure that power from the generators 210 and 220 is supplied to the onboard loads 310 and 320. The critical load (L) is the power consumption of the onboard loads (310, 320) at which the onboard loads (310, 320) can operate stably without a voltage drop in the power grid (100) using only the power supplied by the generators (210, 220). represents. Therefore, in the section t1 to t2, each ship load 310, 320 can perform stable operation.

The t2 to t3 section represents a section in which the load of the onboard load (310, 320) is greater than the critical load (L). For example, it may be understood that the operation of the on-board loads 310 and 320 with high power consumption has started at time t2. The power management unit 500 may ensure that power from the generators 210 and 220 is supplied to the onboard loads 310 and 320. At this time, the power management unit 500 may increase the load ratio of the generators 210 and 220.

When the load rate of the generators 210 and 220 is less than or equal to the first critical load rate GL1, the energy management unit 600 operates the energy storage unit 410 so that the battery charge rate of the energy storage unit 410 reaches the critical charge rate BC. You can control it. The energy storage unit 410 may only perform charging without discharging under the control of the energy management unit 600. The section t1 to t4 represents a section in which charging of the energy storage unit 410 is in progress, and the section t4 to t3 represents a section in which the battery charging rate of the energy storage unit 410 is maintained at the critical charge rate (BC).

Regardless of whether the load of the onboard loads 310 and 320 exceeds the critical load (L), the energy management unit 600 may control the energy storage unit 410 to charge at the critical charge rate (BC) without discharging. The charging amount of the energy storage unit 410 based on the critical charge rate (BC) may be set to be equal to or greater than the emergency power consumption expected to be consumed in an emergency situation. The energy storage unit 410 can secure power consumed in advance in an emergency situation.

When the load ratio of the generators 210 and 220 is less than the first critical load ratio GL1, the energy management unit 600 may prevent the fuel cell 420 from producing power. Accordingly, the power discharge amount of the fuel cell 420 becomes 0.

Referring to FIG. 4, when the load ratio of the generators 210 and 220 exceeds the first critical load ratio GL1 and is less than or equal to the second critical load ratio GL2, the generators 210 and 220, the energy storage unit 410 and Power from the fuel cell 420 may be supplied to the onboard loads 310 and 320.

In the present invention, the section between the first critical load rate GL1 and the second critical load rate GL2 of the generators 210 and 220 represents a section in which the generators 210 and 220 have high operating efficiency. For example, in the section between the first critical load rate GL1 and the second critical load rate GL2, the generators 210 and 220 may produce relatively large amounts of power using relatively little fuel. Therefore, it is desirable for the load ratio of the generators 210 and 220 to be included in the section between the first critical load ratio GL1 and the second critical load ratio GL2, and the energy management unit 600 includes a power management unit 500 for this. , control of the energy storage unit 410 and the fuel cell 420 can be performed.

In Figure 4, (a) is a graph showing the load ratio of the generators 210 and 220, (b) is a graph showing the load amount of the on-board loads 310 and 320, and (c) is a graph showing the load ratio of the energy storage unit 410. This is a graph showing the charging rate, and (d) is a graph showing the amount of power discharge of the fuel cell 420.

When the load rate of the generators (210, 220) exceeds the first critical load rate (GL1) and is less than the second critical load rate (GL2), the energy management unit 600 transfers the power consumed by the on-board loads (310, 320) to the generator. (210, 220), the energy storage unit 410, and the fuel cell 420 can supply the energy. Specifically, the energy management unit 600 stores the power that is not satisfied by the generators 210 and 220 among the power consumed by the onboard loads 310 and 320 by at least one of the energy storage unit 410 and the fuel cell 420. can be supplied. At this time, the energy management unit 600 operates the energy storage unit 410 and the fuel cell to maintain the load ratio of the generators 210 and 220 within the first critical load ratio GL1 and the second critical load ratio GL2. The power supply amount of (420) can be controlled.

The t1 to t2 section represents a section in which the load of the onboard load (310, 320) is smaller than the critical load (L). The power management unit 500 may ensure that power from the generators 210 and 220 is supplied to the onboard loads 310 and 320.

The t2 to t3 section represents a section in which the load of the onboard load (310, 320) is greater than the critical load (L).

The energy management unit 600 may allow at least one of the energy storage unit 410 and the fuel cell 420 to supplement the insufficient power of the generators 210 and 220. Figure 4 shows that the insufficient power of the generators 210 and 220 is supplemented by the energy storage unit 410 in the section t2 to t3. For example, because power can be supplied to the energy storage unit 410 more quickly than to the fuel cell 420, the energy management unit 600 can allow the energy storage unit 410 to be discharged preferentially.

The energy storage unit 410 may discharge power under the control of the energy management unit 600. As power from the generators 210 and 220 and the energy storage unit 410 is supplied to the onboard loads 310 and 320, stable operation of the onboard loads 310 and 320 can be maintained. Additionally, the load ratio of the generators 210 and 220 may be maintained between the first critical load ratio GL1 and the second critical load ratio GL2.

The t3 to t4 section represents a section in which the load of the onboard load (310, 320) is greater than the critical load (L) and the onboard load that consumes relatively large amounts of power operates.

When only power from the generators 210, 220 and the energy storage unit 410 is supplied in the t3 to t4 section, the load rate of the generators 210, 220 is equal to the first critical load rate GL1 and the second critical load rate GL2. You can escape the section in between. For example, the load ratio of the generators (210, 220) is formed to be greater than the second critical load ratio (GL2), or as additional generators operate, the overall load ratio of the generators (210, 220) is lower than the first critical load ratio (GL1). It can be reduced to .

If the power of the generators 210 and 220 and the energy storage unit 410 alone does not satisfy the load of the onboard load 310 and 320, the energy management unit 600 may operate the fuel cell 420. As the power produced by the fuel cell 420 as well as the power of the generators 210 and 220 and the energy storage unit 410 are supplied to the onboard loads 310 and 320, the stable operation of the onboard loads 310 and 320 is ensured. It can be maintained. Additionally, the load ratio of the generators 210 and 220 may be maintained between the first critical load ratio GL1 and the second critical load ratio GL2.

The section after t4 represents a section where the load of the onboard load (310, 320) is smaller than the critical load (L).

The energy management unit 600 may control the power management unit 500, the energy storage unit 410, and the fuel cell 420 as in the t1 to t2 period.

The power management unit 500 may ensure that power from the generators 210 and 220 is supplied to the onboard loads 310 and 320. Then, the energy storage unit 410 continues charging until the critical charge rate (BC) is reached, and the fuel cell 420 can stop producing power.

By controlling the power management unit 500, the energy storage unit 410, and the fuel cell 420 by the energy management unit 600, the power of the generators 210 and 220 is controlled regardless of the load amount of the onboard loads 310 and 320. The load rate may be maintained between the first critical load rate GL1 and the second critical load rate GL2.

Figure 5 is a flowchart showing the operation of a ship according to an embodiment of the present invention.

Referring to FIG. 5 , the energy management unit 600 may control the power management unit 500, the energy storage unit 410, and the fuel cell 420 according to the load rates of the generators 210 and 220.

First, the energy management unit 600 may monitor the load ratio of the generators 210 and 220 (S810). At this time, the energy management unit 600 may check whether the load rate of the generators 210 and 220 exceeds the first critical load rate GL1 (S820). Thus, when the load rate of the generators 210 and 220 does not exceed the first critical load rate GL1, the energy management unit 600 operates the generators 210 and 220 without replenishing power of the energy storage unit 410 and the fuel cell 420. ) can control the power management unit 500 so that power is supplied to the on-board loads 310 and 320. Accordingly, the power management unit 500 may control the operation of the generators 210 and 220 by considering the load amounts of the onboard loads 310 and 320 (S830). Additionally, the energy management unit 600 may control the energy storage unit 410 so that the battery charging rate of the energy storage unit 410 reaches the critical charging rate (BC). The energy storage unit 410 may charge the battery 411 at a critical charge rate (BC) (S840).

When the load rate of the generators (210, 220) exceeds the first critical load rate (GL1), the energy management unit 600 may check whether the load rate of the generators (210, 220) is less than or equal to the second critical load rate (GL2) (S850) ). Thus, when the load rate of the generators (210, 220) is less than the second critical load rate (GL2), the energy management unit 600 may check whether the load of the onboard loads (310, 320) exceeds the critical load (L) (S860) ). Thus, when it is determined that the load of the onboard loads 310 and 320 exceeds the critical load (L), the energy management unit 600 may cause the energy storage unit 410 and the fuel cell 420 to discharge power. . The battery 411 and fuel cell 420 of the energy storage unit 410 may discharge power (S870). The discharged power can be used for the operation of the loads 310 and 320 within the ship.

When the load ratio of the generators 210 and 220 exceeds the second critical load ratio GL2, the energy management unit 600 may control the power management unit 500 to operate additional generators 210 and 220. Additional generators 210 and 200 may be operated by the power management unit 500 (S880). As the additional generators 210 and 220 operate, the overall load rate of the generators 210 and 220 can be included between the first critical load rate GL1 and the second critical load rate GL2.

Although embodiments of the present invention have been described with reference to the above and the attached drawings, those skilled in the art will understand that the present invention can be implemented in other specific forms without changing the technical idea or essential features. You will understand that it exists. Therefore, the embodiments described above should be understood in all respects as illustrative and not restrictive.

10: vessel 20: hull
100: power grid 110: first bus
120: Second mothership 130: Bus tie
210, 220: generator 310, 320: load on board
410: Energy storage unit 411: Battery
412: converter 420: fuel cell
421: Converter 500: Power management unit
600: Energy management unit 710, 720: Power converter

Claims (6)

hull;
a power grid provided on the hull;
A power management unit that monitors and controls the operating status of the ship's load and a plurality of generators connected to the power grid;
An energy storage unit connected to the power grid to store power or supply power to the power grid;
A fuel cell that produces electricity using fuel and supplies the generated electricity to the power grid; and
An energy management unit that controls the power management unit, the energy storage unit, and the fuel cell with reference to the load rate of the generator,
The energy management department,
Controlling the power management unit so that the generator supplies power consumed by the load on board when the load rate of the generator is less than or equal to a first critical load rate,
When the load rate of the generator exceeds the first critical load rate and is less than or equal to the second critical load rate, the generator, the energy storage unit, and the fuel cell supply power consumed by the load on board,
causing at least one of the energy storage unit and the fuel cell to supply power that is not satisfied by the generator among the power consumed by the load on board the ship,
Control the power supply amount of the energy storage unit and the fuel cell so that the load rate of the generator is maintained between the first critical load rate and the second critical load rate,
The power management unit controls the power production of one of the generators based on the power production of another generator. According to claim 1,
The energy storage unit,
Batteries that charge or discharge power; and
A vessel comprising a converter that converts power from the battery. delete delete delete In an energy management system installed on a ship or marine structure to store and manage power,
power grid;
A power management unit that monitors and controls the operating status of the ship's load and a plurality of generators connected to the power grid;
An energy storage unit connected to the power grid to store power or supply power to the power grid;
A fuel cell that produces power using fuel and supplies the produced power to the power grid; and
An energy management unit that controls the power management unit, the energy storage unit, and the fuel cell with reference to the load rate of the generator,
The energy management department,
Controlling the power management unit so that the generator supplies power consumed by the load on board when the load rate of the generator is less than or equal to a first critical load rate,
When the load rate of the generator exceeds the first critical load rate and is less than or equal to the second critical load rate, the generator, the energy storage unit, and the fuel cell supply power consumed by the load on board,
causing at least one of the energy storage unit and the fuel cell to supply power that is not satisfied by the generator among the power consumed by the load on board the ship,
Control the power supply amount of the energy storage unit and the fuel cell so that the load rate of the generator is maintained between the first critical load rate and the second critical load rate,
The power management unit is an energy management system that controls the power production of any one of the generators based on the power production of other generators.

Images