KR20190142712A - Ship applied with low-voltage distribution - Google Patents

Abstract

Embodiments of the present invention include: a first power system associated with an essence load; and a second power system associated with a service load, wherein the first power system and the second power system are associated with a ship having the essence load and the service load having a fixed RPM power generator. The first power system includes: a first power generation part; a first distribution part; and an essence load required for navigation of a ship.

Description

SHIP APPLIED WITH LOW-VOLTAGE DISTRIBUTION}

The present invention relates to a vessel to which low-voltage distribution is applied, and more specifically, it is divided into different power systems according to the characteristics of the ship power load divided into essential load (Essential, Important Load) and service load (for example, For vessels with low voltage distribution (such as 440 V) and with a power system capable of supplying the load via alternating and / or direct current distribution optimized for load power requirements in the essential load system and / or service load system. Related.

Onboard power loads may include essential loads associated with the operation (eg Essential & Important Load-Fuel oil supply pump, fuel valve cooling pump, etc.) and service loads not associated with the operation (eg Service Load-Reefer container load). Can be. A representative example of the required load in a ship is a Thruster Motor. The thruster motor is a large-capacity load (approximately 2 MW class) used for the docking / berthing of a large ship. In the case of a normal container ship, two thruster motors are installed in the bow part.

In addition, the essential loads and service loads of these vessels are variable loads whose power consumption varies depending on the driving characteristics such as continuous loads that consume constant power during operation, variable frequency drive (VFD) loads, and refrigerated container loads. It may include. Typically, ships are powered by an AC power supply system and are linked to a single power system with a mixture of continuous and variable loads.

Typically, for large vessels, the single power system capacity is very large, more than 10 MW. Powering all the loads of a large vessel in a single system will lead to a surge in power supply cables. In addition, since the main load of the vessel is a low voltage of 690V or less, when the power system is designed to supply power at a low pressure of 690V or less, a very high current flows in the switchboard due to the low distribution voltage relative to the system capacity. Therefore, expensive blocking equipment is needed to protect the system accident due to the high current in the system. If the rated rectification is more than 4000 ~ 5000A, there is no commercial shutdown facility, so the single power system has a limitation in the low voltage-based power supply due to the capacity limitation.

Therefore, in the case of a ship to which a power system of a certain size or more is applied, a power supply system that generates power at a high pressure and converts it to a low pressure to supply power to a load in order to solve the cable capacity and system capacity limitation due to the high current of a low voltage system. Has

1 is a diagram illustrating a system structure of a power supply system for a ship configured as a single system by mixing a continuous load and a variable load according to a conventional embodiment.

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

As shown in FIG. 1, when a single grid ship power supply system is applied to a large vessel, when the scale of the grid is larger than a certain size, even if the rated voltage of the load is low, the main distribution is branched to a sub-grid to which the load is applied and the high voltage is applied. When supplying power through the high-voltage / voltage transformer 40 to transform the high pressure to low pressure.

If the 6.6kV high voltage is applied to the switchboard 20 of Figure 1, the power supply process to the load is as follows. 6.6kV generator-> 6.6kV high voltage main switchboard-> 6.6kV / 440V transformer-> 440V low voltage sub-switchboard. That is, the ship power supply system of FIG. 1 generates power at high pressure, transforms it to low pressure, and supplies power to the load.

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

Referring to FIG. 2, the vessel 1000 includes an engine room 1030. The engine room 1030 includes various engine facilities such as generators, and other facilities connected to the engine facility, and the ECR switchboard room 1005, which is a space in which an engine control room (ECR) and / or a switchboard for controlling the engine is disposed. And a transformer room 1007, which is a space in which the high / low voltage transformer 40 is disposed.

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

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

In addition, the high-voltage distribution-based single power system of Figure 1 has a low performance in terms of power generation efficiency. In the case of AC systems, the load efficiency should reach 70 ~ 80% for optimum power generation efficiency. Therefore, the power supply system of FIG. 1 uses a fixed RPM generator that generates power at 70-80% of the load rate. The generation capacity of the fixed RPM generator included in the power generation unit 10 is calculated based on the maximum load power of the continuous load, variable load. Therefore, when the required power is lowered compared to the maximum load power in the driving characteristics such as the variable load, the load ratio of the generator is lowered and the power generation efficiency is lowered.

For example, when the power supply system of FIG. 1 is applied to a container ship, the container ship may include a refrigerated container which is a typical variable load. Large container ships carry approximately 1000 FEU refrigerated containers, with a maximum power consumption of 4.5 to 5 MW. The power consumption of the refrigeration container varies depending on the outside temperature and the type of shipment. The load rate of the refrigeration container is about 30-40% of the load stage in the system. The low average load ratio of such a refrigerated container leads to a decrease in the overall load ratio of the system in a single power system, thereby lowering the power generation efficiency of the entire single power system. That is, in the system of FIG. 1, the larger the ratio of the variable load to the total load, the lower the power generation efficiency.

In addition, recently, variable frequency drive (VFD) based loads, which optimize power consumption of the load stage, including the central cooling system, are increasing. This trend also has a problem that the power generation efficiency is lowered because it affects the overall load factor.

Patent Publication No. 10-2017-0118285

According to an aspect of the present invention, low-voltage power distribution (eg, 440 V) is possible by separating into different power systems according to the characteristics of the ship power load divided into essential load (Essential, Important Load) and service load (Service Load), In addition, according to the configuration of the continuous load and the variable load in the essential load system and / or service load system may be provided a vessel to which a power supply system that can supply the power through the AC and / or DC distribution.

A ship having a mandatory load and a service load according to an aspect of the present invention includes a first power system associated with the mandatory load; And a second power system associated with the service load. Here, the first power system and the second power system includes a fixed RPM generator.

In one embodiment, the first power system includes the essential load required for the operation of the first power generation unit, the first switchboard and the ship, the second power system is service of the second power generation unit, the second switchboard and the ship It may include a service load for.

In one embodiment, the fixed RPM generator of the second power generation unit, may be configured to generate power having a frequency matching the frequency of the second switchboard.

In an embodiment, the second power generation unit may include a plurality of generators, and the second switchboard may include a plurality of buses.

In an embodiment, the vessel may generate only one of the plurality of generators in the heavy or low load section, and the second switchboard may be controlled by a closed-bus.

 According to an aspect of the present invention, the low-voltage power distribution-based power system having a vessel is divided into an essential load power system, and a service load power system according to the load characteristics. Required loads The power system contains the essential loads necessary for the operation of the ship (eg thruster motors, engine lubricating oil pump motors, etc.), and most of the required loads are continuous loads. Service load The power system is not essential to the operation of the ship, but includes the loads associated with providing service by the ship (eg loads for storing cargo such as refrigerated containers, etc.), and most of the service loads are variable loads. .

This load separation reduces the capacity of each power grid compared to a single single grid, so that only low-voltage distribution can supply power to each load in the power grid. As a result, the high voltage distribution is not necessary, and the existing high voltage distribution panel and the large capacity high voltage / low voltage transformer are not required.

As such, by not using a plurality of high voltage / voltage transformers, a cost reduction of approximately 250 million / chuck can be achieved in terms of CAPEX (Capital expenditures).

In addition, the space previously provided for high / low voltage transformers (ie, transformer rooms) can be used for a variety of other purposes. Generally, the high and low voltage transformers are located in the engine room with high equipment density, which greatly affects onboard space utilization.

In addition, by separating the essential load power system and the service load power system to increase the stability of each system. In the conventional case, if a system accident occurs at the service load end, the system is composed of a single system, which affects the required load. If the system is separated, the accident of the service load stage spreads only in the service load power system, and thus does not affect the essential load power system. Likewise, the accident does not spread to the service load stage even in the event of an essential load stage disconnection.

In addition, because the power systems are isolated, each power system can configure and operate a generator optimized for the type of load involved.

For example, a fixed RPM generator is installed in a power system mainly including a continuous load, and a variable speed RPM generator is installed in a power system mainly including a variable load to supply power.

In one embodiment, in the case of container ships, a variable load power generation efficiency in which a generator having a power generation capacity showing an optimum efficiency for continuous load power supply is installed in a mandatory load power system and operated at a fixed RPM, and the load ratio is changed in the service load power system. Install a variable speed RPM generator to optimize the performance.

In the case of refrigerated containers, which are typical service loads in containers, the average load rate is 30-40% of the total load stage in the system. Compared with the power system of FIG. 1, which uses a fixed RPM generator to power service loads, the amount of fuel consumed to generate 1 km / h of power based on a 35% load rate is reduced from approximately 216 g to approximately 190 g. That is, the container ship according to the present invention can improve fuel consumption of approximately 13%.

As a result, OPEX USD 2,4000 / year (= USD 9,636 / day × improvement efficiency) is calculated by simplifying 10% improvement in fuel consumption for container ships using $ 640 / ton Marine Gas Oil (MGO) as fuel. (10%) × number of days of operation (typically 250 days) of fuel costs.

In addition, by installing a variable speed RPM generator in the essential load power system, the variable speed RPM generator and the variable frequency control (VFD, Variable Frequency Drive) based load can be linked. As a result, when the load rate of the variable frequency control-based load decreases according to the operating characteristics of the ship, the problem that power generation efficiency decreases when the load rate decreases due to a decrease in power consumption is improved.

Further, the power distribution system in each power system may be configured to enable low voltage DC distribution and / or low voltage AC distribution. That is, unlike the conventional power supply system in which DC distribution is difficult, the distribution type may be freely set, and thus flexible power supply may be possible according to characteristics of the power generation unit and the load.

In another embodiment, the marine power supply system may supply power to a power system including mainly variable loads using a fixed RPM generator. Due to the use of the fixed RPM generator, the cost of the generator is reduced, it is possible to obtain the effect that the power converter required when applying a variable speed generator is not required.

In another embodiment, the marine power supply system can efficiently perform long distance power supply from a low pressure switchgear in an engine room located at the stern to a refrigeration panel located at the fore using a boost transformer.

In another embodiment, in the power supply of the thruster motor 152 located in the bow portion and operated only at the entry / departure time, the service load is configured to distribute the service loads of the bow portion to supply power to the refrigeration container. By supplying from the power system, it is possible to reduce the generating capacity of the essential load power system.

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

BRIEF DESCRIPTION OF DRAWINGS To describe the technical solutions in the embodiments of the present invention or in the prior art more clearly, the drawings required in the description of the embodiments are briefly introduced below. It is to be understood that the drawings below are for the purpose of describing the embodiments herein and are not intended to be limiting. In addition, some elements to which various modifications, such as exaggeration and omission, may be shown in the following drawings for clarity of explanation.
1 is a diagram illustrating a system structure of a power supply system for a ship configured as a single system by mixing a continuous load and a variable load according to a conventional embodiment.
2 is a view for explaining the internal structure of a conventional vessel having a high-voltage power distribution-based single power system of FIG.
3 is a schematic system structural diagram of a marine power supply system including a separate power system according to an embodiment of the present invention.
4 is a view showing a relationship between the load ratio of the load stage in the power system and the fuel consumption of the generator to power the load stage.
5 is a schematic system structure diagram of a power supply system for ships consisting of an AC power distribution for the essential load power system, a DC load for the service load power system according to an embodiment of the present invention.
6 is a schematic system structure diagram of a power supply system for ships configured as DC load distribution, service load power system AC distribution, according to another embodiment of the present invention.
FIG. 7 is a schematic system structure diagram of a marine power supply system in which an essential load power system and a service load power system are configured as direct current distribution according to another embodiment of the present invention.
8 is a schematic system structure diagram of a marine power supply system consisting of a fixed RPM based AC power distribution, the essential load power system and the service load power system according to another embodiment of the present invention.
FIG. 9 is a schematic system structure diagram of a ship power supply system for utilizing a space of an existing transformer room for other purposes than container shipping, according to an embodiment of the present invention.
FIG. 10 is a side structural view of a container ship in which the boosting transformer and the pressure reducing transformer of FIG. 9 are arranged.
11 is a schematic system structural diagram of a marine power supply system including a separate power system according to other embodiments of the present invention.
12 is a schematic system structure diagram of a marine power supply system including a separate power system according to another embodiment of the present invention.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In this specification, terms such as "comprise" or "have" are intended to embody the described features, regions, numbers, steps, actions, components, and / or components, and include one or more other features, regions, numbers, It is not intended to exclude the presence or addition of steps, actions, components, and / or components.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art. Terms such as those defined in the commonly used dictionaries should be construed as meanings consistent with the meanings in the context of the related art, and shall not be construed in ideal or excessively formal sense unless clearly defined herein. .

In the present specification, a vessel is a vessel including essential loads essential for the operation of the vessel and a service load additionally used for functions other than the operation, and refers to various vessels such as container carriers, fuel carriers, passenger ships, and the like.

In this specification, the division of the load system into the essential load system and the service load system means that the essential load and the service load are not mixed in the same system, but are included in different systems and configured to be powered by different main distribution boards. . Separation of the load grid is not permanent, and different load grids can be connected by any component that can be electrically connected between the power supply components (e.g., an SPDT switch, or a bus-tie breaker, etc.). have.

Embodiments herein relate to the power system of a ship. In the case of ships, the range of low pressure is set to 1500V or less in the international regulations, and unless otherwise specified, the term "low pressure" herein refers to a voltage corresponding to 1500V or less.

Marine power supply system according to the embodiments of the present invention is composed of a power system is divided into a mandatory load power system mainly including an essential load, and a service load power system mainly including a service load. The separation of the systems reduces the load capacity compared to a single power system, enabling low voltage distribution.

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

3 is a schematic system structural diagram of a marine power supply system including a separate power system according to an embodiment of the present invention.

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

In addition, the ship power supply system 1 may further include a controller (not shown) for monitoring the state of the power system and controlling the power supply. The controller may include one or more of a power management system (PMS), an energy management system (EMS), and an energy power management system (EPMS).

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

As shown in FIG. 3, the ship power supply system 1 is configured in a state in which a power system is separated for each of an essential load and a service load.

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

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

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

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

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

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

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

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

As shown in FIG. 3, the essential load 150 of the electric power system 100 includes essential loads (eg, thruster motors, lubricant pumps, engine fuel supply pumps, cooling pumps, etc.) used for the operation of the ship. It may include. Most of the essential load included in the essential load unit 150 corresponds to a continuous load in which the load rate does not change.

In some embodiments, the mandatory load unit 150 may further include a variable frequency drive (VFD) based load. A variable frequency control-based load is an essential load that optimizes the power consumption of the load stage according to the operating characteristics, such as a central cooling system.For example, a VFD load is a cooling pump configured to control the temperature of the cooling water. Essential loads configured to control temperature, pressure, and the like.

As described above, the switchboard 130 is configured to perform low voltage distribution. Thus, as shown in FIG. 3, at least some of the required loads can be electrically connected directly and powered without the need for a separate transformer.

The thruster motor 152 is a motor used for the teeth of the ship. The thruster motor 152 is a large load that consumes a large amount of power compared to other continuous loads. For example, the thruster motors 152A and 152B of FIG. 3 have a load capacity of about 2 MW. For this reason, when power is supplied by the low voltage switchgear 130 to which a low voltage such as 440 V is applied, 8 to 10 strands of cable 270A having a cross section of 150 SQMM should be laid, and the installation of the power supply line in the vessel 1000 may not be easy. Can be.

In one embodiment, the required load 150 may be a power supply line (not shown) for electrically connecting the thruster motor 152 from the switchboard 130, and to supply the power to the thruster motor 152 more efficiently. A booster transformer 153 may be further included.

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

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

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

As a result, in the case where the boost transformer 153 is not included in FIG. 3, 8 to 10 strands are required for a cable having a cross-sectional area of 150 SQMM. However, when the boost transformer 153 is used as shown in FIG. The strands also provide power to the 2MW thruster motor 152 with a load capacity.

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

In addition, the power system 100 may further include an emergency switchboard 160 including an emergency generator for supplying power in an emergency situation such as black out and a load operating at this time. The emergency switchboard 160 may include shore power, emergency load, and the like.

Since components and operations of the power system 200 are substantially similar to those of the power system 100, the following description will focus on differences.

On the other hand, the service load unit 250 of the power system 200 includes a service load additionally used in addition to the operation of the ship. The service load includes the load for storing the shipment used to store the shipment and the load for the user's convenience used for the convenience of the passenger of the ship. If the vessel is a container ship, the service load 250 is a vessel cargo is stored and the storage temperature changes over time. It may include a refrigerated container. Most of the service loads correspond to variable loads with varying load rates.

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

As such, the power system 100 or 200 may be variously configured according to the design purpose according to the essential load and the service load in the ship power supply system 1.

In one embodiment, each power system 100, 200 is configured to configure and operate a generator that is primarily optimized for the type of load included.

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

In the case of continuous load, there is no load variation due to the constant output characteristics, so that there is almost no change in the load ratio, while the variable load is characterized by a change in the load ratio.

Since most of the load of the required load power system 100 corresponds to a continuous load in which the load rate does not change, the fixed RPM generator is operated to operate in the optimum efficiency section. On the other hand, since most of the load of the service load power system 200 is a variable load whose load rate is changed, the variable speed RPM generator capable of variable speed operation is operated in accordance with the load rate variation.

As such, when the generator rotational speed is controlled by the RPM having the optimum power generation efficiency for each load section through the variable speed RPM generator of the variable load power system, the electric power is applied to the variable load as compared to the case where the continuous load and the variable load are mixed in a single system. It can improve the fuel efficiency of the generator to supply.

4 is a view showing a relationship between the load ratio of the load stage in the power system and the fuel consumption of the generator to power the load stage.

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

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

As a result, OPEX USD 2,4000 / year (= USD 9,636 / day × improvement efficiency) is calculated by simplifying 10% improvement in fuel consumption for container ships using $ 640 / ton Marine Gas Oil (MGO) as fuel. (10%) × number of days of operation (typically 250 days) of fuel costs.

In addition, when the service load is configured to have a load section in which the load ratio fluctuates with time, the power generation efficiency may be further improved by controlling the generator rotation speed with RPM having an optimal power generation efficiency for each load section.

In ship load, the low load section L1 is a section having a load rate of 10 to 40% and has a fuel consumption of approximately 285 to 210 g / kwh. The heavy load section L2 is a section with a load ratio of 40 to 60% and has a fuel consumption of approximately 210 to 194 g / kwh. The high load section L3 represents a section having a load ratio of 80 to 100%, and has a fuel consumption of approximately 185 to 190 g / kwh. The power supply system 1 of FIG. 3 has a fuel consumption similar to that of the power supply system of FIG. 1 in the high load section L3. However, in the low load section L1, the fuel consumption rate per kwh is improved by about 6 to 10%, and in the heavy load section L2, the fuel consumption per kwh is improved by about 10 to 35%.

As such, the variable speed RPM generator of the service power system 200 of FIG. 3 may control the RPM based on the load ratio of each load section, thereby improving power generation efficiency of the power generation unit 210.

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

As described above, the essential load unit 150 may include a variable frequency drive (VFD) based load that controls temperature, pressure, cooling water, and the like in relation to the operation of the ship. The load rate of the variable frequency control-based load may be changed to control the temperature, the pressure coolant, and the like. For this reason, the variable frequency control-based load has various load sections according to the operating characteristics of the ship.

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

When the power supply is performed by the variable speed RPM generator in the required load power system 100, the variable speed RPM generator is associated with a variable frequency drive (VFD) based load of the required load unit 150.

As such, when the generator rotation speed is controlled by the RPM having the optimum power generation efficiency for each load section through the variable speed RPM generator of the essential load power system 100, the variable load is variable as compared to the case where the continuous load and the variable load are mixed in a single system. It is possible to improve the fuel efficiency of the generator that powers the load. As it is similar to the embodiment of the service load power system 200 described above, a detailed description thereof will be omitted.

Further, since the ship power supply system 1 is capable of low voltage distribution, the power distribution system in each of the power systems 100 and 200 may be configured to enable low voltage DC distribution and / or low voltage AC distribution. In one embodiment, when the load in the ship has an alternating voltage as the rated voltage, it is composed of a partial distribution structure in which direct current distribution is performed in the distribution panel part. When such DC distribution is performed, power loss due to reactive power can be prevented.

5 is a schematic system structure diagram of a ship power supply system consisting of a fixed RPM generator-based AC distribution, the service load power system is a variable RPM generator-based DC or AC distribution, according to an embodiment of the present invention. .

Referring to FIG. 5, the DC load is further configured in the service load power system 200. In this case, the generators 111 and 112 may be fixed RPM generators, and the generators 211 and 212 may be variable speed RPM generators.

In one embodiment, the power generation unit 210 further includes an AC (AC) / DC (DC) inverter 216 for receiving an AC (AC) electrical signal and converts it into a DC (DC) electrical signal, the second The load unit may further include a direct current (DC) / alternating current (AC) inverter 256 for receiving a direct current (DC) electrical signal and converting it into an alternating current (AC) electrical signal.

As shown in FIG. 5, when the power system 200 includes two generators 211 and 212, two alternating currents (AC) electrically connecting the generators 211 and 212 and the switchboard 230. And a plurality of direct current (DC) inverters 216A and 216B, respectively, and a plurality of direct current (DC) / AC (AC) inverters 256A to 256D for electrically connecting the switchboard 230 and the respective service loads. can do. By the alternating current (AC) / direct current (DC) inverter 216 and the direct current (DC) / alternating current (AC) inverter 256, DC power distribution is possible in the power distribution board 230 in the power system 200 .

The voltage applied to the switchboard 230 in the service load power system 200 is set for proper DC distribution, and may be different from the voltage applied to the switchboard 130 in the essential load power system 100. For example, a voltage of 440V is applied to the switchboard 130, but a voltage of 690V may be applied to the switchboard 230 in which partial DC distribution is performed.

As such, the power supply system 1, the mandatory load power system may be composed of a fixed RPM generator-based AC distribution, the service load power system may be of a variable RPM generator-based DC or AC distribution.

Figure 6, according to another embodiment of the present invention, the essential load power system is a variable RPM generator based DC distribution, the service load power system is a schematic system structure diagram of a marine power supply system consisting of a fixed RPM generator based AC distribution.

Referring to FIG. 6, the DC load is further configured in the essential load power system 100. In this case, the generators 111 and 112 may be variable speed RPM generators, and the generators 211 and 212 may be fixed RPM generators.

In one embodiment, the power generation unit 110 further includes an alternating current (AC) / direct current (DC) inverter 116 for receiving an alternating current (AC) electrical signal and converting it into a direct current (DC) electrical signal. The load unit may further include a direct current (DC) / alternating current (AC) inverter 156 that receives the direct current (DC) electric signal and converts the converted electric current into an AC electric signal.

As shown in FIG. 6, when the power system 100 includes two generators 111 and 112, two alternating currents (AC) electrically connecting the generators 111 and 112 and the switchboard 130. And a plurality of direct current (DC) inverters 116A and 116B, respectively, and a plurality of direct current (DC) / alternating current (AC) inverters 156A to 156M electrically connecting between the switchboard 130 and each of the required loads. can do. By the alternating current (AC) / direct current (DC) inverter 116 and the direct current (DC) / alternating current (AC) inverter 156, the DC power distribution is possible in the distribution panel 130 in the power system 100 .

As such, the power supply system 1, the mandatory load power system 100 may be configured as a variable RPM generator based AC or DC distribution, the service load power system 200 is a fixed RPM generator based AC distribution.

FIG. 7 is a schematic system structure diagram of a marine power supply system in which an essential load power system and a service load power system are configured as direct current distribution according to another embodiment of the present invention.

In one embodiment, both the essential load power system 100 and the service load power system 200 may be configured to enable direct current distribution. In this case, the service load power system 200 is similar to the service load power system 200 of FIG. 5, and the essential load power system 100 is similar to the structure of the essential load power system 100 of FIG. 6. Description is omitted.

In addition, power systems 100 and 200 may be configured to be efficient in terms of component supply.

8 is a schematic system structure diagram of a ship power supply system configured as a fixed RPM based AC power distribution, the essential load power system and the service load power system according to another embodiment of the present invention.

Since the power supply system of FIG. 8 has a similar configuration, the power supply system of FIG. 8 will be described based on differences.

The ship power supply system 1 is a power supply unit 110 of the essential load power system 100 and the power generation unit 210 of the service load power system 200 to operate at a fixed RPM in terms of component supply to generate power Can be configured.

Referring to FIG. 8, the service load power system 200 includes a power generation unit 210, a low voltage switchgear 230, and a service load unit 250.

In the switchboard 230, low pressure distribution according to system separation is performed. When the switchboard 230 distributes AC power, the frequency of the switchboard 230 is a specific frequency (for example, 50 Hz or 60 Hz).

In some embodiments, the switchboard 230 may include a plurality of buses. For example, the switchboard 230 includes two buses 231 and 232 as shown in FIG. In this case, the switchboard 230 is electrically connected to the plurality of main buses 231 and 232 as usual, but further includes a bus tie breaker 233 in which electrical connection is cut off in an emergency and / or accident. can do.

The power generation unit 210 is configured to generate power having a frequency (eg, 50 Hz or 60 Hz) matching the frequency of the switchboard 230. For example, the power generation unit 210 may include a fixed RPM generator for driving at a fixed RPM for a frequency matching the frequency of the switchboard 230.

In some embodiments, the power generation unit 210 may include a plurality of fixed RPM generators 211 and 212. The power generation capacity of the fixed RPM generators 211 and 212 may be greater than or equal to the power capacity of the service load 250. The fixed RPM generator 211 or 212 has a power generation capacity sufficient to supply power to the service load power system 200 in a heavy load or low load section.

The service load unit 250 may include a load (eg, a refrigerated container) in which the load rate does not change rapidly. The ship power supply system 1 allows the service load power system 200 to operate the buses 231 and 232 as a closed bus in a heavy load or low load section, thereby generating one of two generators. Supplies power to the service load unit 250.

The service load power system 200 may further include one or more power transfer components between the switchboard 230 and the service load 250 to supply the power of the low voltage switchboard 230 to the service load 250. Can be.

The power transfer component may include, for example, a transformer, an intermediate terminal box (J / B, junction box), etc., but is not limited thereto, and includes a conventional fixed RPM generator as shown in FIG. 8. The power system may include various power delivery components that connect between the low voltage switchboard and the load.

Due to the frequency matching structure between the power generation unit 210 and the switchboard 230, the service load power system 200 does not require additional power devices (eg, power converters) for frequency matching between the low voltage switchgear and the power generation unit. In the distribution board 230, low-voltage alternating current (AC) distribution may be performed.

For example, the generator 211 or 212 of the service load power system 200 is a variable RPM generator, and may generate power having a frequency in a variable frequency range (for example, 37 Hz to 60 Hz) according to the speed. In this case, between the switchboard 230 having a specific frequency (for example, 50Hz or 60Hz) and the variable RPM generator 211, the frequency of the power output from the power generation unit 210 for frequency matching is the frequency of the switchboard 230. A power converter (eg, a matrix converter) is required to convert the power supply into an electric power source, and it is not easy to supply a large capacity converter that converts a power generation capacity (eg, 3MW) of a generator used in a ship. Moreover, the price of a variable RPM generator is typically higher than the price of a fixed RPM generator.

As a result, the service load power system 200 of FIG. 8 maintains the advantages of low voltage distribution and at the same time, additional power devices (eg, for frequency matching of the low voltage switchgear 230 and the variable RPM generator 210) required for applying a variable speed generator. , A low-voltage distribution-based power supply system can be built on a ship at lower cost. Furthermore, a part of the service load power system 200 can be configured based on a fixed RPM generation standard that can be supplied in the existing, and there is ease of design.

As such, in the ship power supply system 1 according to the embodiments of the present invention, the power system is separated into a mandatory load power system and a service load power system according to the characteristics of the ship power load.

As a result, the stability of each system also increases. In the conventional case, if a system accident occurs at the service load end, the system is composed of a single system, which affects the required load. If the system is separated, the accident of the service load stage spreads only in the service load power system, and thus does not affect the essential load power system. Likewise, the accident does not spread to the service load stage even in the event of an essential load stage disconnection.

In addition, the size of individual power systems is reduced compared to a single power system. For example, when a single power system having a power capacity of 14 MW is separated into a mandatory load power system 100 at 9 MW and a service load power system 200 at 5 MW as shown in FIG. 3, the size of the individual power system is 14 MW. To 9MW and 14MW to 5MW respectively.

And, instead of the high voltage of 6.6kV or more, a low voltage (eg, 440V) is applied to the power supply through the main switchboard. This no longer requires the large capacity high pressure / low voltage transformer 40 of FIG. 1. Thus, in terms of capital expenditures (CAPEX), cost savings of approximately 250 million / chuck can be achieved.

Furthermore, the space occupied by the high / low voltage transformer 40 of FIG. 2 (that is, the existing transformer chamber) 1007 can be more efficiently utilized.

Referring again to FIG. 2, when the power supply system 1 of FIG. 3 is applied to a container ship, the space of the transformer compartment 1007 in which eight high / low voltage transformers 40 may be placed may be used for the shipment of silver containers. Can be further utilized.

A commonly used container standard is a TEU container with a size of 6.058m × 2.591m × 2.438m. Using the TEU container as a reference, the number of containers that can be shipped in two spaces of a transformer room of 13.25m × 6.06m × 6.62m is calculated. In the conventional transformer room 1007, a maximum of 26 TEU containers (= 13Х2) Can be shipped. That is, a ship having the marine power supply system 1 of FIG. 3 can ship up to 26 TEU containers more than the conventional container ship having the marine power supply system of FIG. 1. In some embodiments, approximately 20 (= 10 Х2) containers may be additionally shipped, considering that the space should be more relaxed in consideration of loading and unloading containers.

Also, if no high pressure / low pressure transformer is used, the container may be further shipped in the space associated with the utilization of the conventional high pressure / low pressure transformer. For example, certain structures may have been installed due to the presence of transformer 40 on the deck surface located vertically in conventional transformer room 1007. However, the transformer 40 may not be necessary and some structures may also not be needed, so that additional containers may be vertically loaded onto the deck surface. In this case, 100 more containers may be loaded if 5 more horizontally and 10 more vertically are loaded onto the deck surface.

Thus, the high pressure / low pressure transformer 40 is not used, allowing up to about 120 more containers to be shipped on the vessel 1000. In addition, the number of containers shipped in the space of the existing transformer chamber 1007 is merely exemplary, and 120 or more containers may be further loaded according to the shape of the container, the transformer, and the size of the transformer chamber.

Moreover, the application of the ship power supply system 1 of FIG. 3 enables the movement of an object previously placed in a space other than the existing transformer chamber 1007 into the space of the transformer chamber 1007. In this case, the space originally located due to the movement of the prearranged object becomes an empty space. The container may additionally be placed in the additionally generated empty space instead of being shipped directly to the space of the transformer chamber 1007.

Alternatively, space in existing transformer rooms may be utilized for a variety of purposes other than shipping containers.

FIG. 9 is a schematic system structure diagram of a ship power supply system for utilizing a space of an existing transformer room for other purposes than container shipping, according to an embodiment of the present invention.

Since the service load power system 200 of FIG. 9 is similar to the service load power system 200 of FIG. 8, the description will be mainly given of differences.

Referring to FIG. 9, the service load power system 200 includes a transformer 260 for converting a voltage between the switchboard 230 and a refrigeration panel (R). In one embodiment, the transformer 260 includes a step-up transformer 261 and a step-down transformer 266.

The boosting transformer 261 is installed between the low voltage switchboard 230 and the refrigeration panel R of the bow portion. The boost transformer 261 is configured to receive the low voltage power of the switchboard 230 and output power having a voltage higher than the voltage of the switchboard 230 (eg, 1.5 kV to 6.6 kV).

The pressure reducing transformer 266 is configured to receive the high voltage power output from the boosting transformer 261 and output power having a lower voltage. The output power from the decompression transformer 266 is supplied to a freezing container connected to the freezing panel R of the bow portion.

In some embodiments, the service load power system 200 includes a plurality of step-up transformers 261 and a decompression transformer 266 for respectively connecting the power paths between each refrigeration panel R of the bow portion and the switchboard 230. do. For example, as shown in FIG. 9, the service load power system 200 includes two boosting transformers 261A and 261B and pressure reducing transformers 266A and 266B.

FIG. 10 is a side structural view of a ship to which the power supply system of FIG. 9 is applied.

Container vessels including refrigerated containers typically comprise four refrigeration panels (R). The refrigeration panel (R) is disposed in the bow portion and two stern portion. Power supply to the refrigeration container is performed through the refrigeration panel (R) for each section in the power generation unit 210 and the switchboard 230 located in the stern engine room (1030).

The distance from the low pressure switchboard 230 disposed in the engine room 1030 to the two refrigeration panels R located at the bow is dependent on the size of the vessel, but is typically several hundred meters. In order to supply power at a low pressure from the switchboard 230 to which the low pressure is applied, the refrigeration panel of the bow portion, a cable connecting them is quite required.

Referring to FIG. 10, from a vessel (for example, a container ship) having a total length of 350 m to a refrigeration panel R of a fore part, which transmits electric power to an engine room 1030 of the stern at which the switchboard 230 is located and a freezing container of the fore part. The distance of about 120 ~ 130m. When the boost transformer 261 or the like is not used, a cable of approximately 10 to 15 strands is required for a 237A cable having a 120SQMM cross section.

On the other hand, when the boost transformer 261 or the like is used, it is possible to supply hundreds of meters of long distance power even with one cable.

In addition, even if the service load power system 200 further includes a boost transformer 261 and / or a decompression transformer 266, the boost transformer does not reduce the size of cargo (eg, a refrigerated container) that is shipped to the vessel. 261 and / or a decompression transformer 266 are disposed in the vessel.

In one embodiment, boost transformer 261 may be installed in main transformer room 1007 where a conventional single power system high voltage / low voltage transformer is installed. Since the load capacity in one power system decreases as the power system is disconnected, the boost transformer 261 is smaller than the high / low voltage transformer. In addition, an additional cargo such as a container may be further loaded in the remaining space occupied by the boost transformer 261.

In addition, the decompression transformer 266 is disposed at a point where a considerable weight of cable is not required even when power is supplied to the refrigeration panel R of the bow portion at low pressure without affecting the size of the cargo loaded on the vessel. For example, the cargo may be disposed in an Accomm. Under space in which no cargo is disposed in the space below the port of the ship.

As shown in FIG. 10, the distance from the engine room 1030 including the transformer room 1007 to the vessel under space of the vessel in a vessel (eg, a container ship) having a total length of 350 m is approximately. 180m. When the step-up transformer 261 outputs high voltage power at low voltage (eg, 440 V) power of the switchboard 230, the refrigeration of the bow portion is performed by using a relatively small amount of cable (eg, one strand of cable having a cross section of 120 SQMM). Power can be supplied to the panel R.

As such, when the service load power system 200 of FIG. 9 is used, the weight of the cable up to the freezing panel R of the bow portion is reduced, and the cable can be easily installed.

The placement of the boosting transformer 261 and / or the decompression transformer 266 is not limited to the above-mentioned spaces, but may also be arranged in other spaces within the ship, such that the scale of the cargo loaded on the ship is not reduced.

In addition, the marine power supply system 1 may be configured such that the thruster motor 152 and the essential load power system 100 are not connected.

11 is a schematic system structural diagram of a marine power supply system including a separate power system according to other embodiments of the present invention.

Since the power supply system 1 of FIG. 11 is similar to the configuration of the power supply system 1 of FIG. 9, the following description will focus on the differences.

In FIG. 9, the power generation capacity of the mandatory load power system 100 associated with the thruster motor 152 is defined as the power capacity of the thruster motor 152 and the mandatory load in the ship rule. The power supply is set based on all of the power capacities of the continuous loads required to be supplied. This is because the thruster motor 152 operates only for a short time at the time of entry / departure, but is essential for the operation of the ship as a large load.

As such, when the thruster motor 152 is linked to the essential load power system 100 including most of continuous loads, most vessels in which the thruster motor 152 does not operate in the essential load power system 100 are operated. There is a significant difference between the power capacity and power generation capacity consumed at the load over time. That is, since the generator of the over-spec than the power generation capacity required in the substantially required load power system 100 is to be installed, a generator cost that is higher than the required generator cost is required.

In one embodiment, the thruster motor 152 is linked to the service load power system 200, which is a power system other than the required load power system 100, so as to set down the generation capacity of the required load power system 100. The power capacity of the stur motor 152 is configured not to be considered. Further, although the service load power system 200 is associated with a large load (that is, the thruster motor 152) by cross-using power for a short time when the thruster motor 152 is operated, the additional generation capacity It is configured so that there is no increase.

Referring to FIG. 11, the thruster motor 152 receives the power of the generator 210 through the switchboard 230. The power generation unit 210 includes a fixed RPM generator.

The thruster motor 152 is an important important load (Important Load) in ship operation in terms of functionality, but corresponds to a secondary essential load (Secondary Essential Load) that does not require continuous power supply during ship operation. Therefore, even if it is not linked to the essential load power system 100 that continuously supplies power to the essential load does not significantly affect the operation of the ship.

In addition, the service load power system 200 includes a switching unit 240 so that there is no addition of the generating capacity of the generator 210 according to the additional linkage of the thruster motor 152.

In one embodiment, the switching unit 240 includes an Auto switch (hereinafter referred to as an "Interlock Switch") configured to interlock. The interlock switch is disposed between the switchboard 230 and the load of the service load power system 200 (that is, the thruster motor 152 and the service load unit 250). The interlocking switch is an auto switch that is automatically switched by the control unit of the ship.

As shown in FIG. 11, the interlock switch is installed between the power path to the thruster motor 152 or the power path to the service load unit 250, so that any one load stage (eg, the thruster motor ( 152) when the power is supplied to the other load stage (for example, the service load unit 250) performs an interlocking operation is prohibited.

In addition, in order to efficiently carry out long-distance power supply between the switchboard 230 and the thruster motor 152 and the refrigeration panel R located in the bow portion of the ship through a small cable, a boosting transformer 261 and a pressure reducing transformer 266. As a lower switchboard of the switchboard 230, a first lower switchboard 270 and a second lower switchboard 280 may be included.

The boosting transformer 261 is disposed between the switching unit 240 and the switchboard 230 to receive the low voltage power (eg, 440V power) of the switchboard 230 and output high voltage power (eg, 6.6kV power). It is composed. The high voltage power of the boost transformer 261 is transmitted to the thruster motor 152 or the service load unit 250 through the switching paths of the first lower switchboard 270 and the switching unit 240.

When the thruster motor 152 does not operate (for example, during a normal sailing time of the ship), the switching unit 240 has the power of the power generation unit 210 to the switchboard 230 and the first lower switchboard 270 Switched to be delivered to the service load 250 through. The high voltage power output from the switching unit 240 is transferred to the second lower switchboard 280 to which low pressure is applied through the pressure reducing transformer 266, and is transmitted to a load other than the thruster motor 152.

When the thruster motor 152 is driven (for example, approximately 30 minutes when the vessel enters or leaves the ship), the switching unit 240 has a power of the power generation unit 210 having a fixed RPM, the switchboard 230 and the first The switch is transmitted to the thruster motor 152 through the lower switchboard 270.

Due to this switching structure, even if the thruster motor 152 is further connected to the service load power system 200, the power generation capacity of the service load power system 200 is not further increased.

Moreover, when the service load unit 250 includes a refrigeration container as the service load, the interruption of power supply to the freezing container by switching to the thruster motor 152 does not affect the function of the freezing container. This is because the refrigeration container generally maintains a constant temperature even without being supplied with power for about 30 to 40 minutes.

In addition, the power supply system 1 is also used in the power supply to the thruster motor 152 and other loads (for example, refrigeration containers) located in the bow portion, the step-up transformer (described in detail with reference to FIGS. 9 and 10). 261) can reduce the cable savings.

When there are a plurality of thruster motors 152, the service load power system 200 may include a plurality of paths for supplying power to each of the thruster motors 152.

For example, as shown in FIG. 11, when the thruster motors 152A and 152B are linked to the service load power system 200, the path and the thruster motor 153A for the thruster motor 152A are connected. A plurality of booster transformers 261A and 261B for efficient power supply to the plurality of thruster motors 152A and 152B may be configured. And a plurality of pressure reducing transformers 266A and 266B for converting the high voltage power of the plurality of boosting transformers 261A and 261B into low voltage power.

12 is a schematic system structure diagram of a marine power supply system including a separate power system according to another embodiment of the present invention.

Since the power supply system 1 of FIG. 12 is similar to the configuration of the power supply system 1 of FIG. 11, the differences will be mainly described.

In one embodiment, in a power supply system 1 in which the thruster motor 152 is linked to a power system other than the required load power system 100 (eg, the service load power system 200), the service load power system ( 200 supplies power to the thruster motor 152 or the service load 250 using a variable RPM generator.

Referring to FIG. 12, the power generation unit 210 includes a variable RPM generator 211. In addition, the service load power system 200 may include a power converter 220 for frequency matching of the variable RPM generator 211 and the switchboard 230. In this case, the power generation efficiency may be increased by controlling the operating speed of the generator 211.

As shown in FIGS. 11 and 12, the power supply system 1 links the thruster motor 152 to a power system other than the essential load power system 100, while maintaining the characteristics of the load stage in the service load power system. It can be configured as a fixed RPM or variable RPM generator.

Meanwhile, the power supply system 1 described with reference to FIGS. 11 and 12 may be embodied in various forms.

In one embodiment, similar to FIG. 8, the service load power system 200 is configured to be low voltage distribution from the switchboard 230 to the service load 250. In addition, the service load power system 200 is configured such that the thruster motor 152 receives power from the switchboard 230 through the boosting transformer 261 and / or the starter panel (S / T).

In another embodiment, the service load power system 200 includes a boost transformer 261 and / or a starter panel between the switchboard 230 and the thruster motor 152 for powering the thruster motor 152. The boost transformer 261 and a separate boost transformer (not shown) and a decompression transformer 266 are disposed between the switchboard 230 and the service load 250 to supply power to the service load 250. It may be configured to.

In this specification, the structure of the power supply system 1 shown around FIG. 3 may be different depending on the ship environment such as the load capacity included in the ship. For example, three generators may be included in the power system 100. In addition, the generating capacity of the three generators may be the same or not all the same.

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

In addition, the power supply system 1 may control the operation of the generator according to the time zone (or the operation mode) and adjust the amount of power supplied to the load unit. For example, if the required load 150 of the power system 100 does not require the generating capacity of two generators 111 and 112, the marine power supply system 1 may be at least one generator (eg, The generator 111 may be set as a standby generator to stop operation, and if necessary, the standby generator may be used to supply power to the essential load unit 150 and other purposes.

Although the present invention described above has been described with reference to the embodiments shown in the drawings, this is merely exemplary, and it will be understood by those skilled in the art that various modifications and variations may be made therefrom. However, such modifications should be considered to be within the technical protection scope of the present invention. Therefore, the true technical protection scope of the present invention will be defined by the technical spirit of the appended claims.

1: Marine power supply system 200: service load power system
10: power generation unit 210: service load generation unit
20: high voltage switchboard 211, 212: generator
30: high / low voltage transformer 213: switch
40: low voltage switchgear 216: AC / DC converter
50: load portion 230: switchboard
60: emergency switchboards 231, 232: bus
100: required load power system 233: bus connection breaker
110: required load generation unit 240: switching unit
111, 112: generator 250: service load
113: switch 256: DC / AC converter
116: AC / DC converter 260: transformer
130: switchboard 261: step-up transformer
131, 132: bus 266: pressure reducing transformer
133: bus connection breaker 270: first lower switchboard
152: thruster motor 280: second lower switchboard
153: boost transformer
154: lower switchboard
155: transformer
156: DC / AC converter
160: emergency switchboard

Claims (5)

In ships with required and service loads,
A first power system associated with the required load; And
A second power system associated with the service load,
The first power system and the second power system include a fixed RPM generator.
The method of claim 1,
The first power system includes the essential load required for the operation of the first power generation unit, the first switchboard and the ship,
The second power system is a ship comprising a service load for the service of the second power generation unit, the second switchboard and the ship.
The fixed RPM generator of claim 2, wherein
And generate power having a frequency matching the frequency of the second switchboard.
The method of claim 2,
The second power generation unit includes a plurality of generators,
The second switchboard includes a plurality of buses.
The method of claim 4, wherein
In the heavy load or low load section, only one generator of the plurality of generators is generated, the second switchboard is characterized in that the control is closed-bus (closed-bus).

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