KR20160064865A - Thruster power control system - Google Patents

Thruster power control system Download PDF

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Publication number
KR20160064865A
KR20160064865A KR1020140169097A KR20140169097A KR20160064865A KR 20160064865 A KR20160064865 A KR 20160064865A KR 1020140169097 A KR1020140169097 A KR 1020140169097A KR 20140169097 A KR20140169097 A KR 20140169097A KR 20160064865 A KR20160064865 A KR 20160064865A
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KR
South Korea
Prior art keywords
propeller
power conversion
power
conversion module
motor
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KR1020140169097A
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Korean (ko)
Inventor
안희원
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삼성중공업 주식회사
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Priority to KR1020140169097A priority Critical patent/KR20160064865A/en
Publication of KR20160064865A publication Critical patent/KR20160064865A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
    • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
    • H02P3/08—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor
    • H02P3/14—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor by regenerative braking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
    • Y02T70/5236—Renewable or hybrid-electric solutions

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Power Engineering (AREA)
  • Inverter Devices (AREA)

Abstract

According to one embodiment of the present invention, provided is a thruster power control system. The thruster power control system according to the embodiment of the present invention includes: a thruster control part controlling a first and a second thruster; a first motor drive which drives a first motor connected to the first thruster, by receiving a signal of the thruster control part and converting power inputted from a power source; and a second motor drive driving a second motor connected to the second thruster. The first motor drive includes a uni-directional power conversion module which converts the power inputted from the power source and then delivers the converted power to the first motor. The second motor drive includes a bi-directional power conversion module which delivers counter electromotive force to the power source if the counter electromotive force is generated from the second motor. The bi-directional power conversion module and the unit-directional power conversion module are connected to each other, so that the counter electromotive force generated in the first motor is regenerated as the power source of the bi-directional power conversion module. The thruster power control system shortens response time of a dynamic positioning system effectively and uses energy efficiently.

Description

{THRUSTER POWER CONTROL SYSTEM}

The present invention relates to a propeller power control system, and more particularly, to a propeller power control system that utilizes regenerative power according to the load of a propeller.

Dynamic positioning systems (DPS) are used for reliable hull stabilization because drill ships designed to find submarine resources in areas where marine plants can not be installed, such as deep sea areas, can not be anchored.

The dynamic positioning system (DPS) detects the displacement in the horizontal plane of a ship or an offshore structure by using the position detection system by radio wave or ultrasonic, and drives the propulsion system such as propeller and propeller by the position control system to keep the structure at the target point . Therefore, a dynamic positioning system (DPS) uses considerable energy to drive a propulsion system and the like for position control.

Generally, an electric propulsion system using a generator will steadily decelerate the propeller that is propelled when the direction of the current changes suddenly. As a result, not only is the control of the propulsion system not easy, but also energy efficiency is poor. Further, the energy of the propeller which is decelerating can not be efficiently used.

Recently, a system for controlling a propeller by using a motor drive which is easy to precisely control has been actively applied. Energy efficiency has been improved compared to electric propulsion systems, but there are few measures to utilize the energy still consumed.

European patent publication EP 2 445 080 A1 2012.4.25

SUMMARY OF THE INVENTION It is an object of the present invention to provide a propulsion power control system that effectively increases the response speed of a dynamic positioning system and efficiently uses energy.

It is another object of the present invention to provide a propeller power control system that predicts an operation of a propeller and effectively utilizes energy consumed as a regenerative energy.

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

And a controller for controlling the first and second propellers according to an embodiment of the present invention to convert the power received from the power source to the first and second propellers, A first motor drive for driving a first motor and a second motor drive for driving a second motor connected to the second propeller, wherein the first motor drive converts power received from the power source, And the second motor drive includes a bidirectional power conversion module for transferring the counter electromotive force to the power source when a back electromotive force is generated from the second motor, wherein the bidirectional power conversion module is connected to the bidirectional power conversion module, The power conversion module is connected to each other, and the back electromotive force generated in the first motor Direction power conversion module.

And a relay for connecting the first DC link portion of the bidirectional power conversion module and the second DC link portion of the unidirectional power conversion module.

The relay includes a first switch connected to the first DC link unit and a second switch connected to the second DC link unit. When a counter electromotive force is generated in the unidirectional power conversion module, the first switch The second switch can be turned on after the first switch is turned on.

The propeller control unit may adjust the amount of output of the unidirectional power conversion module when a back electromotive force is generated in the motor of the unidirectional power variation module and an amount of power flowing in the bidirectional power conversion module exceeds an output amount of the bidirectional power conversion module.

Wherein the propeller control unit receives a measurement value from at least one of an anemometer, an airflow meter, an anemometer, and a satellite navigation device, and adjusts the operation of the first propeller according to the measured value, And predicts a change in the load of the first propeller, and when the load of the propeller is reduced, the relay can be operated.

According to the present invention, the response and energy efficiency of the dynamic positioning system can be improved by effectively utilizing the energy consumed by predicting the operation of the propeller as the regenerative energy.

1 is a perspective view of a ship according to an embodiment of the present invention.
2 is a schematic diagram of a propeller power control system in accordance with an embodiment of the present invention.
Figure 3 is a schematic representation of the components of Figure 2;
4 is a circuit diagram of motor drives according to an embodiment of the present invention.
5 is a schematic diagram of current flow in the circuit diagram of FIG. 4 during normal operation of the propeller;
6 is a schematic diagram of current flow in the circuit diagram of FIG. 4 when generating a regenerative power of the propeller.
FIG. 7 is a flowchart schematically showing the operation sequence of FIG. 2. FIG.

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

Hereinafter, a propeller power control system according to an embodiment of the present invention will be described in detail with reference to Figs. 1 to 8. Fig.

FIG. 1 is a perspective view of a ship according to an embodiment of the present invention, FIG. 2 is a schematic view of a propeller power control system according to an embodiment of the present invention, and FIG. 3 is a schematic view And FIG. 4 is a circuit diagram of motor drives according to an embodiment of the present invention.

1 to 4, a propulsion power control system 1 according to an embodiment of the present invention includes a plurality of propulsors 10 disposed on a bottom surface of a ship 2, Thereby regenerating the energy consumed.

As shown in FIG. 1, in the ship 2 according to the embodiment of the present invention, three propellers 10 are installed at the fore and aft ends, respectively. The propeller (10) provides a propulsive force for moving the vessel (2). Generally, the currents change the position of the ship 2 while disturbing the movement of the propeller 11. Therefore, in order to stably fix the ship 2, the direction or speed of the propeller 10 must be controlled according to the flow of the current. That is, the velocity or direction of the current flow acts as a load on the propeller 10. For example, in the case where the direction of the current rapidly changes, the rotation direction of the propeller 10 is changed according to the flow of the current after the rotation speed of the propeller 11 is reduced. When the flow velocity or the wind speed of the current changes Thereby changing the speed of the propeller 10.

Accordingly, the propeller power control system 1 according to an embodiment of the present invention is for storing energy in consideration of the load of the propeller 10, which varies according to the speed, direction, wind speed, or the like of the current. That is, a case where the load of the propeller 10 decreases is predicted in advance and is stored as regenerative energy.

2 and 3, a propeller power control system 1 according to an embodiment of the present invention includes a plurality of propellers 10 disposed at the bottom of a ship 2, a propeller 10 for controlling the operation of the propeller 10, A control unit 20, a motor 30 for driving the propeller 10, a motor drive 40 for driving the motor 30, and a relay 50 for connecting the respective motor drives 40.

The propeller (10) is rotatably coupled to the lower part of the ship (2). The propeller 10 is operated by receiving the driving force from the motor 30, and is rotatable about 360 degrees about the rotational axis 12. [ The propeller 10 provides propulsion to the ship 2 to move the ship 2 and to adjust the direction of travel of the ship 2 during the move. In particular, the ship 2 can be controlled to maintain a constant position through the interaction of different propellers 10.

The propeller control unit 20 collects information of various sensors and adjusts the operation of the propeller 10 according to the sea condition. A Global Positioning System (GPS) is used to identify the position of the vessel 2, and an anemometer, an anemometer, an anemometer, or a weather vane is used to measure the flow of the current. The propeller control unit 20 controls the operation of the propeller 10, such as whether the propeller 10 is operating, its rotational speed, its rotational direction, and so on.

The propeller control unit 20 independently controls the plurality of propellers 10 using the information collected by each sensor. That is, different control signals may be given to each motor drive 40 connected to each propeller 10 according to the state of the sea. Accordingly, the motor drive 40 connected to each motor 30 in the propeller power control system 1 according to an embodiment of the present invention may have a different form.

The propeller control unit 20 predicts the operation of each propeller 10 through the information received from each sensor and determines a change in the load of each propeller 10. The propeller control unit 20 can determine whether to produce regenerative power according to the load of the propeller 10. For example, if the direction of the current is suddenly changed or the flow rate of the current is sharply reduced, the load of the operating propeller 10 is reduced. The propeller control unit 20 sends a signal to the motor drive 40 to stop the driving force applied to the operating propeller 10 and produce the regenerative power using the rotational force of the propeller 10 which is rotated by inertia. A concrete operation of controlling the motor drive 40 through the propeller control unit 20 will be described later.

The motor 30 is connected to the propeller 10 and provides rotational power to the propeller 10. A plurality of motors (30) are connected to a plurality of propellers (10), respectively, to independently drive each propeller (10). The motor 30 is also coupled to the motor drive 40 and driven by the motor drive 40.

The motor drive 40 drives the motor 30 and controls the motor 30 in accordance with the signal received from the propeller control unit 20. The motor drive 40 receives the signal from the propeller control unit 20 and converts the power received from the AC power source 60 to provide the motor 30 with the converted power. The plurality of motor drives 40 coupled to the plurality of motors 30 may be configured with different types of topologies.

4, a propulsion power control system 1 according to an embodiment of the present invention is a bidirectional power conversion module 100 in which at least one of a plurality of motor drives 40 transmits electric power in both directions, At least one of the plurality of motor drives 40 may be a unidirectional power conversion module 200 or 300 for transmitting power in one direction.

The bidirectional power conversion module 100 is a topology for transferring power in both directions, and can regulate the current as well as regenerating the current flowing from the load. The bidirectional power conversion module 100 converts the power received from the AC power supply 61 and supplies the converted power to the motor 31. When the back EMF is generated from the motor 31, do.

The bidirectional power conversion module 100 includes a first power conversion unit 110 connected to the AC power source 61 and capable of converting AC power and DC power into each other, a second power conversion unit 110 connected in parallel with the first power conversion unit 110, A first DC link unit 120 and a second DC converter unit 130 connected between the first DC link unit 120 and the motor 31 and capable of converting AC power and DC power into each other, ). The specific configuration of the bi-directional power conversion module 100 according to an embodiment of the present invention will be described later.

The unidirectional power conversion modules 200 and 300 are topologies that transmit power in one direction and can not regenerate the current flowing from the load and require a braking resistor to consume such current.

The unidirectional power conversion modules 200 and 300 include the converter units 210 and 310 for rectifying the AC power of the AC power sources 62 and 63, the second DC link units 220 and 320 connected in parallel to the converter units 210 and 310, And third power conversion units 230 and 330 for converting electric energy stored in the first and second power sources 220 and 320 into alternating current. The specific configuration of the bi-directional power conversion module 100 according to an embodiment of the present invention will be described later.

4, the bidirectional power conversion module 100 and the unidirectional power conversion modules 200 and 300 are connected by the relay 50. [

The relay 50 is connected to the second DC link units 220 and 320 of the unidirectional power conversion modules 200 and 300 of the first DC link unit 120 of the bidirectional power conversion module 100.

The relay 50 is connected to the first switch 51 connected to the first DC link unit 120 of the bidirectional power conversion module 100 and the second DC link unit 220 and 320 of the unidirectional power conversion module 200 and 300 And a second switch 52, 53.

The relay 50 operates the first switch 51 and the second switch 52 and 53 according to the signal of the propeller control unit 20 to connect the bidirectional power conversion module 100 and the unidirectional power conversion modules 200 and 300 .

Also, the propeller power control system 1 according to an embodiment of the present invention divides a plurality of motor drives 40 into a plurality of groups and connects them to the relays 50 in groups. For example, a group having one bidirectional power conversion module 100 and at least one unidirectional power conversion module 200, 300 is created, and the DC link portions of the respective modules of the group are connected in parallel through the relay 50. The power conversion module of the remaining motor drive 40 is made to be in the same group as the group, and is separately connected to the relay 50.

The motor drives 40 of the power control system of Figure 4 illustrate the case where there are six propellers 10 of the ship 2 and six motor drives 40 connected to each propeller 10, 41 and the second group 42 and connects one bidirectional power conversion module 100 and two unidirectional power conversion modules 200 and 300 into one group and connects them to the relay 50.

 When a counter electromotive force is generated in a part of the unidirectional power conversion modules 200 and 300 of each group, the first and second switches 52 and 53 of the relay 50 connected to each group are turned on. Alternatively, when a reduction in the load of the propeller 10 connected to the unidirectional power conversion modules 200 and 300 is expected, the propeller control unit 20 may control the first and second switches 51, 52 and 53 ) To the on state.

Hereinafter, components of the bidirectional power conversion module 100 and the unidirectional power conversion modules 200 and 300 constituting the motor drive 40 will be described in detail.

Here, the AC power source 60 may be a three-phase power source capable of outputting voltages of R phase, S phase, and T phase having different phases, that is, each phase difference is 120 degrees. The voltage of each phase of the AC power source 60 can form an AC corresponding to a certain magnitude. Furthermore, the AC power source 60 includes a 12-pulse transformer having a primary winding connected to one side of the?, A delta (?) Secondary winding connected to the other side, and a tertiary winding connected to the Y (Y) . The bidirectional power conversion module and the unidirectional power conversion module may be respectively connected to the secondary winding and the tertiary winding.

Referring to FIG. 4, the bidirectional power conversion module 100 includes a second power conversion unit 130, a first DC link unit 120, and a second power conversion unit 130.

The second power conversion unit 130 rectifies the AC power supplied from the AC power supply 61 to the first DC link unit 120. When a back electromotive force is generated in the motor 31, 120 into AC power and supplies the AC power to the AC power source 61. [ The first power conversion unit 110 includes a plurality of semiconductor set portions connected in series in reverse to each other in a pair of semiconductor switches connected in series.

More specifically, the first power conversion unit 110 includes a first diode D1 and a second diode D2 connected in parallel in reverse parallel to the first semiconductor switch T1 and the second semiconductor switch T2. A third semiconductor switch T3 and a fourth semiconductor switch T4 are connected in series and each third semiconductor switch T3 and fourth semiconductor switch T4 is connected to a third diode A second semiconductor set part 113 and a fifth semiconductor switch T5 and a sixth semiconductor switch T6 connected in series in parallel in parallel with each other are connected in series, And a third semiconductor set part 115 connected in parallel with the fifth diode D5 and the sixth diode D6 to the sixth semiconductor switch T5 and the sixth semiconductor switch T6 are connected in parallel to each other.

The first DC link unit 120 stores electric energy, that is, electric potential corresponding to the pulsating current rectified by the first power converting unit 110 or the second power converting unit 130. This serves as a buffer for suppressing the voltage fluctuation due to the pulsating current applied from the first power converting unit 110 or the second power converting unit 130. Therefore, the first DC link unit 120 outputs the stored electric energy as a waveform close to DC to apply a constant voltage to the first power conversion unit 110 or the second power conversion unit 130.

The second power conversion unit 130 receives the direct current rectified by the first DC link unit 120 and converts the AC power to apply the AC power to the motor. When a back electromotive force is generated in the motor 31, The AC power is rectified and applied to the first DC link unit 120. The second power conversion unit 130 includes a plurality of semiconductor setting units connected in series with each other such that the diodes are connected in anti-parallel to a pair of semiconductor switches connected in series, such as the first power conversion unit 110.

More specifically, the second power conversion unit 130 includes a seventh semiconductor switch T7 and an eighth semiconductor switch T8. The seventh diode D7 and the eighth diode D8 are connected in reverse parallel to each other. The semiconductor set 131 and the ninth semiconductor switch T9 and the tenth semiconductor switch T10 are connected in series and the ninth semiconductor switch T9 and the tenth semiconductor switch T10 are connected in series to the ninth diode A fifth semiconductor set 133 connected in antiparallel with the tenth semiconductor switch D9 and a tenth diode D10 are connected in series and a pair of the eleventh semiconductor switch T11 and the twelfth semiconductor switch T12 are connected in series, The sixth semiconductor set part 135 connected in parallel with the eleventh diode D11 and the twelfth diode D12 to the twelfth semiconductor switch T11 and the twelfth semiconductor switch T12 are connected in parallel to each other.

The first semiconductor switch T1 to the twelfth semiconductor switch T12 may be semiconductor devices having the same electrical characteristics. The first semiconductor switch T1 to the twelfth semiconductor switch T12 may be any one of various semiconductor switches forming a current path on the circuit, that is, IGBT, IEGT, MOSFET, ICGT, GCT, SGCT and GTO .

The first semiconductor set 111 to the sixth semiconductor set 135 are connected to the AC power supply through rectification of the diodes D1 to D12 and operation of the semiconductor switches T1 to T12 on / The current flowing in the direction of the motor 31 from the motor 31 or the current flowing from the motor 31 in the direction of the AC power source 61 can be controlled.

The bidirectional power conversion module 100 having such characteristics controls the first semiconductor set 111 to the sixth semiconductor set 135 so that when electric power is generated from the AC power supply 61, 61 to the direction of the motor 31. When a counter electromotive force is generated in the motor 31, a current flows in the direction of the AC power source 61 from the motor 31. [

The unidirectional power conversion modules 200 and 300 include the converter units 210 and 310, the second DC link units 220 and 320, and the third power conversion units 230 and 330.

The converter units 210 and 310 rectify the AC voltage applied from the AC power sources 62 and 63 to the ripple voltage. The converter units 210 and 310 include first diode units 211 and 311, a second diode units 213 and 313 and a third diode units 215 and 315 in which a diode Da and a diode bb are connected in series. Here, the first diode units 211 and 311 may be connected to the R phase of the three-phase power source, the second diode units 213 and 313 may be connected to the S phase, and the third diode units 215 and 315 may be connected to the T phase. Here, the first diode units 211 and 311 to the third diode units 215 and 315 may be connected in parallel to one AC power source. Furthermore, the connection line of each phase can be connected to the contact formed by connecting a pair of diodes, that is, a diode (Da) and a diode (Db) in series.

The second DC link units 220 and 320 may store electrical energy corresponding to the pulsating current rectified by the converter units 210 and 310 and function as a buffer to suppress voltage fluctuations due to the ripple currents applied from the converter units 210 and 310 . Accordingly, the second DC link units 220 and 320 output the stored electric energy as a waveform close to DC to apply a constant voltage to the third power conversion units 230 and 330.

The third power conversion units 230 and 330 receive the rectified rectified current from the second DC link units 220 and 320 and convert the alternating current power to apply to the motors 32 and 33. When a back electromotive force is generated in the motors 32 and 33 And rectifies AC power received from the motors 32 and 33 to apply the AC power to the second DC link units 220 and 320. The third power conversion units 230 and 330 have the same configuration as the first power conversion unit 110 and the second power conversion unit 130. That is, the semiconductor device includes a plurality of semiconductor set portions connected in series in anti-parallel to a pair of semiconductor switches connected in series.

More specifically, the third power conversion units 230 and 330 are respectively connected to the thirteenth semiconductor switch T13 and the fourteenth semiconductor switch T14 through the seventh diode D13 and the fourteenth diode D14 in reverse- A pair of semiconductor set portions 231 and 331 and a pair of a fifteenth semiconductor switch T15 and a sixteenth semiconductor switch T16 are connected in series and each of the fifteenth semiconductor switch T15 and the sixteenth semiconductor switch T16 is connected to a fifteenth diode The seventeenth semiconductor switch T17 and the eighteenth semiconductor switch T18 are connected in series and the seventeenth semiconductor switches T17 and T16 are connected in series and the eighth semiconductor switch 233, The ninth semiconductor set portions 235 and 335 connected in anti-parallel to the seventeenth diode D17 and the eighteenth diode D18 are connected in parallel to the seventeenth semiconductor switch T17 and the eighteenth semiconductor switch T18.

The thirteenth semiconductor switch T13 to the eighteenth semiconductor switch T18 may be semiconductor devices having the same electrical characteristics. The thirteenth semiconductor switch T13 to the eighteenth semiconductor switch T18 may be any one of various semiconductor switches forming a current path on the circuit, that is, IGBT, IEGT, MOSFET, ICGT, GCT, SGCT and GTO .

The seventh semiconductor set portions 231 and 331 through the ninth semiconductor set portions 235 and 335 are connected in series between the rectification of the diodes D13 to D18 and the on / off operation of the semiconductor switches T13 to T18. The current flowing in the direction of the motors 32 and 33 from the DC link portions 220 and 320 or the current flowing from the motors 32 and 33 in the direction of the second DC link portions 220 and 320 can be controlled.

In the unidirectional power conversion modules 200 and 300 having such characteristics, current flows only from the AC power sources 62 and 63 toward the motors 32 and 33 by the diodes of the converter units 210 and 310, ) In the direction of the AC power source (62, 63). When the counter electromotive force is generated in the motors 32 and 33 by controlling the seventh semiconductor set portions 231 and 331 to the ninth semiconductor set portions 235 and 335, the motors 32 and 33 move in the direction of the second DC link portions 220 and 320 Current can flow.

Hereinafter, the motor drive 40 of the bidirectional power conversion module 100 and the motor drive 40 of the unidirectional power conversion modules 200 and 300 will be described as examples of the propeller power control system 1 according to the present invention. I will explain the operation in detail.

Figure 5 schematically shows the current flow in the circuit diagram of Figure 4 during normal operation of the propeller, Figure 6 schematically shows the current flow in the circuit diagram of Figure 4 during regenerative power generation of the propeller, Figure 7 is a cross- Fig.

The propeller power control system 1 according to an embodiment of the present invention will be described in detail with reference to Figs.

The propeller power control system 1 can effectively utilize the energy consumed in controlling the operation of the plurality of propellers 10 located at the bow and stern of the ship 2. [

When the propeller 10 of the ship 2 is operated to stably fix the hull of the ship 2 floating in the deep sea, the propeller control section 20 controls the position of the ship 2 Some of the propellers 10 are operated (S100). At this time, the propeller control unit 20 sends a command to apply voltage to the motor drive 40 of the propeller 10.

If the propeller 10 is operating normally, i.e. if the propeller 10 is to be operated in the opposite direction of the flow of the current, the load on the propeller 10 will increase.

Figure 5 shows the flow of current when the propeller 10 connected to the first group is operating normally. 5, when each of the bi-directional power conversion module 100 of the first group and the propulsion unit 10 connected to the unidirectional power conversion module 200, 300 is operated, each AC power source 61, 62, The voltage is applied. The bidirectional power conversion module 100 converts electric energy near the DC stored in the first DC link unit 120 into AC power in the second power conversion unit 130, (30). The unidirectional power conversion modules 200 and 300 are arranged such that the electric power near the direct current which is rectified in the converter units 210 and 310 and stored in the second DC link units 220 and 320 is converted into AC power in the third power conversion units 230 and 330, .

The propeller control unit 20 collects the position of the marine vessel and the position information of the vessel 2 from the anemometer, the odometer anemoscope, the anemometer, the GPS, and the like in real time even when the propeller 10 is in operation (S110) . The collected information is used to predict the operation of the propeller 10 (S120). In other words, the propeller control unit 20 predicts a change in the load of the propeller 10 based on the collected information, and controls the operation of the propeller 10 (S130).

When the load of the operating propeller 10 is expected to decrease, the propeller control unit 20 sends an instruction to utilize the energy consumed by the propeller 10 as the regenerative energy. In other words, the propeller control unit 20 sends a control signal to the motor drive 40 to utilize the counter electromotive force generated in the motor 30 of the propeller 10 (S200).

FIG. 6 shows the flow of current during regenerative power generation of the propeller 10 connected to the first group. 6, when a counter electromotive force is generated in the motor 30 connected to the bidirectional power conversion module 100 (S210), the first semiconductor set 111 to the sixth semiconductor set 135 are controlled to supply the AC power (61) (S300). When a counter electromotive force is generated in the motor 30 connected to the unidirectional power conversion modules 200 and 300 in step S210, the first switch 51 of the relay 50 is turned on in step S220, The second DC link units 220 and 320 of the unidirectional power conversion modules 200 and 300 and the first DC link unit 120 of the bidirectional power conversion module 100 are switched to the on state of the switches 52 and 53, Lt; / RTI > At this time, the seventh semiconductor set portions 231, 331 to the ninth semiconductor set portions 235, 335 of the unidirectional power conversion modules 200, 300 are controlled to rectify the counter electromotive force of the motor 30, and the rectified current is supplied to the relay 50 The first semiconductor set 111 to the third semiconductor set 115 are controlled and regenerated by the AC power source 61 in step S300 when the first power is supplied to the first power conversion part 110 of the bidirectional power conversion module 100. [ .

However, when the amount of power regenerated from the motor 30 to the AC power source 61 exceeds the rated output of the bidirectional power conversion module 100, the amount of output of the unidirectional power conversion modules 200 and 300 is adjusted (S240, S250). The propeller control unit 20 controls the seventh semiconductor set units 231 and 331 to the ninth semiconductor set units 235 and 335 of the third power conversion units 230 and 330 so that the unidirectional power conversion module 100 and the unidirectional power conversion module 200, As shown in FIG.

The propeller power control system 1 according to an embodiment of the present invention uses various sensors to predict the operation of the propeller 10 along the offshore condition and the position of the vessel 2, It can be regenerated effectively.

The propeller power control system 1 according to an embodiment of the present invention connects the plurality of propellers 10 of the vessel 2 to the relay 50 in groups by dividing the propellers 10 into groups, The bidirectional power conversion module 100 and the unidirectional power conversion modules 200 and 300 can be connected through the switch control of the relay 50. [

In addition, the elements configuring the bidirectional power conversion module 100 and the unidirectional power conversion modules 200 and 300 of the propeller power control system 1 according to the embodiment of the present invention may be variously changed or replaced.

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

1: Propulsion power control system
10: propeller 20: propeller controller
30: motor 40: motor drive
100: Bi-directional power conversion module
110: first power converting section 120: first DC link section
130: second power conversion section
200,300: Unidirectional power conversion module
210, 310: converter section 220, 320: second DC link section
230, 330:
50: Relay
51: first switch 52, 53: second switch

Claims (5)

A propeller control unit for controlling the first and second propellers; And
A first motor drive for receiving a signal from the propeller control unit to convert power received from a power source to drive a first motor connected to the first propeller, and a second motor drive for driving a second motor connected to the second propeller, Including,
The first motor drive includes:
And a unidirectional power conversion module for converting power received from the power source and transmitting the converted power to the first motor,
The second motor drive
And a bidirectional power conversion module for transmitting the counter electromotive force to the power source when a counter electromotive force is generated from the second motor,
Wherein the bidirectional power conversion module and the unidirectional power conversion module are connected to each other to regenerate a back electromotive force generated in the first motor to a power of the bidirectional power conversion module. The method according to claim 1,
Further comprising a relay connecting a first DC link portion of the bidirectional power conversion module and a second DC link portion of the unidirectional power conversion module. 3. The method of claim 2,
The relay
A first switch connected to the first DC link part; And
And a second switch connected to the second DC link portion,
Wherein when the counter electromotive force is generated in the unidirectional power conversion module, the first switch of the relay is turned on and the second switch is turned on. 3. The method of claim 2,
The propeller control unit
And adjusts an output amount of the unidirectional power conversion module when a back electromotive force is generated in the first motor and an amount of power flowing in the bidirectional power conversion module exceeds an output amount of the bidirectional power conversion module. 3. The method of claim 2,
The propeller control unit
Receiving an measurement value from at least one of an anemometer, an anemometer, an anemometer, and a satellite navigation device, and adjusting an operation of the first propeller according to the measured value,
Determining a load of the first propeller according to the measured value,
Predicting a change in load of the first propeller,
And activates the relay when the load of the propeller is reduced.
KR1020140169097A 2014-11-28 2014-11-28 Thruster power control system KR20160064865A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2547419A (en) * 2016-02-12 2017-08-23 Endersby Daniel Vehicle dynamic position powering system and method

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2445080A1 (en) 2010-10-25 2012-04-25 Siemens Aktiengesellschaft System for recovering energy used for raising a load of a draw work

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2445080A1 (en) 2010-10-25 2012-04-25 Siemens Aktiengesellschaft System for recovering energy used for raising a load of a draw work

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2547419A (en) * 2016-02-12 2017-08-23 Endersby Daniel Vehicle dynamic position powering system and method

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