KR20200048260A - Hybrid propulsion system capable of sailing at optimal efficiency - Google Patents

Abstract

Disclosed is a hybrid propulsion system capable of optimal efficiency operation, which comprises: a propulsion unit including a slipstream measurer for measuring slipstream of a propeller area, a shafting sensor for sensing the torque and speed of a driving shaft for driving a propeller, and a main engine for rotating and driving the driving shaft; an in-board power supply unit including a bogie engine for supplying power to an in-board power network, a waste heat recovery device, a shaft generator motor interworking with the driving shaft, and a battery; and a control unit controlling a final output of the main engine and switching and an output direction between the in-board power network and the in-board power supply unit in accordance with slipstream information in response to an operation mode. Accordingly, fuel consumption can be minimized by providing in-board power and ship propulsion force to allow optimal operation for each operation mode in accordance with measurement information by the slipstream measurer and the shafting sensor.

Description

HYBRID PROPULSION SYSTEM CAPABLE OF SAILING AT OPTIMAL EFFICIENCY}

The present invention relates to a propulsion system of a ship, and more particularly, to a hybrid propulsion system capable of optimal efficiency operation, which enables optimum operation for each operation mode according to measurement information by a backflow measuring instrument and a shaft sensor. .

Large ships are operated separately from the propulsion system by the main engine and the power generation system by the generator, and in order to improve energy efficiency, the propulsion system, the waste heat recovery device (WHRS), and the shaft generator motor (SGM) are linked to drive power It is a trend that ships with structures to be recycled are built.

The interlocking of the propulsion system and the power generation system drives the motor in accordance with a predetermined sequence to generate the propulsive power and electric power required for ship operation. There is a side that does not consider optimal power generation.

For example, the method driven only by the sequence of increasing the load of the generator by increasing the load of the cycle engine more than necessary to lower the load of the generator or, on the contrary, reducing the load of the cycle engine by increasing the load of the generator more than necessary is simple. It has the advantage of being easy to control and control, but can be inefficient in terms of energy consumption.

Accordingly, in connection with the propulsion system, there is a need to implement an efficient connection configuration of the propulsion system and the power generation system that can cover the optimal propulsion power and electric power required for ship operation with minimum fuel consumption.

Korean Patent Publication No. 2017-0053740 (Ship propulsion device, ship, and ship propulsion method, 2017. 05. 16.) Korean Registered Patent Publication No. 1766260 (Ship Energy Efficiency Optimization Method, 2017. 08. 02.) Korean Registered Patent Publication No. 1253997 (Ship Power Supply System, 2013. 04. 08.)

The technical problem to be achieved by the spirit of the present invention is to control the operation area of the main engine at the optimum efficiency point of operation, and connect the shaft generator motor, energy storage system, and waste heat recovery device with the generator to minimize the fuel consumption rate through energy reduction. The object of the present invention is to provide a hybrid propulsion system capable of realizing optimal efficiency.

In order to achieve the above object, the present invention is composed of a counter-current measuring instrument for measuring the reverse flow of the propeller area, an axis system sensor for sensing the torque and speed of the drive shaft driving the propeller, and a cycle engine rotating the drive shaft. Propulsion unit; An in-board power supply consisting of a bogie engine for supplying power to the on-board power grid, a waste heat recovery device, a shaft generator motor interworking with the drive shaft, and a battery; And a control unit controlling a final output of the main engine and switching and output direction between the in-board power network and the in-board power supply unit according to the return information according to the operation mode. Provide a system.

Here, the propulsion unit, the first and second cycle engines for driving the first and second propellers through the corresponding drive shaft, respectively, the first and second shaft system sensors for sensing the torque and speed of the drive shaft, respectively, It may be composed of first and second countercurrent measuring devices for measuring the countercurrent of the first and second propeller regions, respectively.

In addition, the in-board power supply unit includes first and second shaft generator motors respectively connected to the drive shaft, a waste heat recovery device for recovering waste heat discharged from the first and second cycle engines, and producing electric power, and dual fuel It may be composed of a diesel electric generator, an on-board electric power network that supplies electric power produced by the shaft generator motor, the waste heat recovery device, and the dual-fuel diesel electric generator on board, and a battery that is connected to the on-board electric power network and is stored as idle power. have.

In addition, the control unit, according to the operation mode, according to the backflow information, torque and speed, the output ratio and output direction of the propulsive force and onboard power by the first and second cycle engines and the first and second shaft generator motors The first and second shaft generator motors, the waste heat recovery device, the dual-fuel diesel electric generator, and the battery can be switched to control the connection to the on-board power grid and control the output direction.

In addition, the battery and the on-board power grid further includes a land power supply facility that is switched and connected to each other, during shipment / loading, through the land power supply facility, to supply the total power on board to the on-board power grid and to store the battery. Can be.

In addition, in the air mode, the mode of full line operation and the operation mode of the emission control area, the control unit outputs the first and second cycle engines in a commercial output mode, and through the waste heat recovery device and the accumulator motor. It is possible to supply power to the on-board power grid, and to store the battery with idle power.

In addition, in the port in / out operation mode, the control unit causes the first and second main engines and the viewing engine to stop operation, and the first and second accelerator motors are used to stop the operation. 2 It is possible to provide propulsion with a propeller and supply power to the in-board power grid through the battery.

According to the present invention, during the operation of the main engine, a shaft system sensor that detects RPM and torque and a counter flow meter that measures the countercurrent change in the propeller area are installed to realize fine control according to the maritime condition to achieve optimum operating efficiency and through this fuel It has the effect of reducing the consumption rate.

In addition, there is an effect that can reduce the number of generators required for power supply on board by utilizing a shaft generator motor, an energy storage system, a waste heat recovery device, and a land power supply.

1 is a schematic configuration diagram of a hybrid propulsion system capable of optimal efficiency operation according to an embodiment of the present invention.
FIG. 2 illustrates the switching and output direction configuration in the high-speed operation section of the hybrid propulsion system capable of optimal efficiency operation of FIG. 1.
FIG. 3 illustrates the switching and output direction configuration in the low-speed operation section of the hybrid propulsion system capable of optimal efficiency operation in FIG. 1.
FIG. 4 illustrates the switching and output direction configuration in the loading / unloading operation section of the hybrid propulsion system capable of optimal efficiency operation of FIG. 1.
FIG. 5 illustrates a conceptual diagram to which a hybrid propulsion system capable of optimal efficiency operation of FIG. 1 is applied.

Hereinafter, various embodiments of the present invention will be described by specific embodiments illustrated in the accompanying drawings. Differences in the embodiments should be understood as not mutually exclusive, without departing from the spirit and scope of the present invention, specific shapes, structures, and properties described in connection with one embodiment may be implemented in other embodiments .

1 is a schematic configuration diagram of a hybrid propulsion system capable of optimal efficiency operation according to an embodiment of the present invention, and FIG. 5 illustrates a conceptual diagram to which a hybrid system capable of optimal efficiency operation of FIG. 1 is applied.

1 and 5, the hybrid propulsion system capable of optimal efficiency operation according to the present invention includes a propulsion unit 110A, 110B, an onboard power supply unit 120, and a control unit 130 as a whole. According to the measurement information by the measuring instrument 111 and the shaft sensor 112, the ship driving force and the ship driving force are provided to enable optimum operation for each operation mode, so that the operating area of the main engine is controlled by the NCR, the optimum efficiency operating point, and fuel. The main goal is to minimize the rate of consumption (FOC).

That is, the present invention, a counter flow measuring instrument 111 for measuring the reverse flow of the propeller 10 area, a shaft system sensor 112 for sensing the torque and speed of the drive shaft for driving the propeller 10, and to drive the drive shaft rotationally Propulsion unit consisting of the main engine 113 (110A, 110B); Bogie engine 121 that supplies power to the onboard power grid 125, waste heat recovery device 122, a shaft generator motor 123 interlocking with a drive shaft, and a battery that is an energy storage system (ESS) 124) the in-board power supply unit 120; And a control unit 130 for controlling the final output of the main engine 113 and controlling the switching and output direction between the onboard power grid 125 and the onboard power supply unit 120 according to the return information according to the operation mode. , Providing a hybrid propulsion system capable of optimal efficiency operation.

Specifically, the propulsion unit 110A, 110B, the ship power supply unit 120, and the control unit 130 are as follows. For reference, the first and second divisions below are to distinguish configurations related to the starboard propulsion unit 110A and the port star propulsion unit 110B with the same configuration.

First, the propulsion unit 110A, 110B, the first and second cycle engines 113 for driving the first and second propellers 10 through respective drive shafts, respectively, and the torque and speed (rpm) of the drive shaft It is composed of a first and second axis sensor 112 for sensing, and first and second counter flow meters 111 for measuring the back flow of the first and second propeller regions, respectively.

Here, the counter-current measuring instrument 111 measures and transmits the back-flow information of the propeller area according to the sea state, for example, the sea topography, the sea weather, or the waves and tides according to the current and the wind direction, and transmits it to the control unit 130.

Next, the ship power supply unit 120, the first and second shaft generator motor (SGM; Shaft Generator Motor) 123 and the exhaust gas discharged from the first and second main engine 113, respectively connected to the drive shaft Alternatively, a waste heat recovery system (WHRS) 122 for generating power by recovering waste heat from the cooling water, a dual fuel diesel electric generator (DFDE) 121, and an accumulator motor 123 ) And the on-board power grid 125 that supplies power generated from the waste heat recovery device 122 and the dual-fuel diesel electric generator 121 on board, and the battery 124 connected to the on-board power grid 125 and stored as idle power. It consists of.

Here, the first and second shaft generator motors 123 produce electric power in the PTI mode (power generation mode) and drive the propeller 10 in the PTO mode (propulsion mode), and the battery 124 is a lead acid battery or lithium ion It may be a battery, but is not limited thereto, and may include another battery capable of accumulating power.

Next, the control unit 130, according to the operation mode, according to the backflow information and torque and speed, the first and second cycle engine 113 and the first and second shaft generator motor 123 by the driving force and the power of the ship Control the output ratio and output direction, and connect the first and second shaft generator motors 123, the waste heat recovery device 122, the dual-fuel diesel electric generator 121, and the onboard power grid 125 of the battery 124 And control the output direction.

Here, the first and second main engines 113 each provide 12.5 MW of propulsion, and the first and second shaft generator motors 123 each provide 2.5 MW of power, and the waste heat recovery device 122 It provides 3.5MW of electric power, and the dual-fuel diesel electric generator 121 can provide 3.5MW of electric power.

For example, as shown in FIG. 2, the controller 130 in a high-speed operation section, a ballast voyage mode, a laden voyage mode, and an emission control area (ECA) operation mode. Is to output the first and second periodic engines 113 in a normal continuous rating (NCR) mode, and power to the power grid 125 through the waste heat recovery device 122 and the accumulator motor 123. And supply the battery 124 with idle power.

Specifically, in the air navigation mode, the controller 130, the first and second main engine 113 provides 20MW, the first and second shaft generator motor 123 by 5MW to operate the waste heat recovery device Along with the 122, the on-board power grid 125 may supply the on-board power and accumulate the battery 124 with extra idle power. Here, the first and second shaft generator motors 123 are provided with 2.5 MW from the first and second main engines 113, respectively.

That is, if the first and second main engines 113 provide 20 MW of propulsion, it can operate at 19.5 knots, and 0.4 MW of cargo handling equipment (not shown) according to the air mode. Through use, the total load may be 1.8 MW, and the power take-out (PTO) of the first and second shaft generator motors 123 by 5 MW out of 20 MW is generated through the onboard power grid 125. By providing electric power and allowing it to operate at 17 knots with a driving force of 15 MW, it is possible to provide the optimum operating speed at the optimum efficiency point of the first and second main engine 113, that is, 80% of the power output area.

In addition, in full operation mode, the control unit 130, the first and second main engine 113 provides 20MW, and the first and second axis generator motors 123 are operated at 5MW to recover waste heat recovery devices ( 122), the ship power can be supplied through the ship power grid 125, and the battery 124 can be stored with extra idle power. Here, the first and second shaft generator motors 123 are provided with 2.5 MW from the first and second main engines 113, respectively.

That is, if the first and second main engines 113 provide 20 MW of propulsion, they can operate at 19.5 knots, and the total load can be 3.3 MW by using 1.9 MW of berth handling equipment according to the full-line operation mode. There is a power take-out (PTO) of the first and second shaft generator motors 123 by 5MW out of 20MW, which provides power through the onboard power grid 125 and can operate at 17 knots with a driving force of 15MW. By doing so, it is possible to provide the optimum operating speed at the optimum efficiency point of the first and second main engines 113, that is, 80% of the power output area.

In addition, in the operation mode of the emission control area, the control unit 130, the first and second main engine 113 provides 20MW, and the first and second shaft generator motors 123 are operated at 5MW to recover waste heat. Along with the device 122, the ship power can be supplied through the ship power grid 125 and the battery 124 can be stored with extra idle power. Here, the first and second shaft generator motors 123 are provided with 2.5 MW from the first and second main engines 113, respectively.

That is, if the first and second main engines 113 provide 20 MW of propulsion, it can operate at 19.5 knots, and the total load depending on the operation mode of the emission control area may be 1.8 MW to 3.3 MW, 20 MW By providing power through the on-board power grid 125 with PTO (Power Take Out) (generation mode) of the first and second shaft generator motors 123 by 5 MW, it is possible to operate at 17 knots with a driving force of 15 MW, It is possible to provide the optimum operating speed at the optimum efficiency point of the first and second main engines 113, that is, 80% of the power output area.

For reference, the total load is different depending on the air mode, the full mode, and the emission control area operation mode, which is due to the difference in equipment used for each operation mode.

In addition, as shown in FIG. 3, in a low-speed operation section, in a port in / out operation mode, that is, in a port limit entry / exit, the control unit 130 may include first and The second main engine 113 and the viewing engine 121 are stopped to operate, and the first and second propellers are driven by Power Take In (PTI) of the first and second power generator motors 123 (propulsion mode). It is possible to provide propulsion to (10) and supply power to the in-board power grid 125 through the battery 124.

Here, the onboard power consumption according to the port in / out operation mode is 2MW, and the first and second power generator motors 123 are operated at a speed of 11.95 knots by providing 5 MW of thrust, and the total load may be 7 MW. have.

In addition, as shown in FIGS. 1 and 4, the battery 124 and the on-board power grid 125 are switched on and off respectively, an on-shore power supply facility (On-Shore Power) or an alternative maritime power supply facility (AMP; Alternative Maritime Power) ) (140), including the loading / unloading of LNG (Loading / Unloading), through the on-board power supply facility 140, to supply the total power on board to the on-board power grid 125 and to accumulate the battery 124 Can be.

Therefore, by using a hybrid propulsion system capable of optimal efficiency operation as described above, a fine control according to the maritime state is provided by installing a shaft gauge sensor that detects RPM and torque and a counter flow gauge that measures the reverse flow change in the propeller area during cycle engine operation. By achieving the optimum operating efficiency, the fuel consumption rate can be reduced, and the number of generator installations required to supply power to the ship can be reduced by utilizing the generator motor, energy storage system, waste heat recovery device, and land power supply. have.

The configurations shown in the embodiments and drawings described in this specification are only the most preferred embodiments of the present invention, and do not represent all of the technical spirit of the present invention, and various equivalents can be substituted at the time of the application. It should be understood that there may be water and variations.

10: propeller 110A, B: propulsion unit
111: countercurrent measuring instrument 112: shaft sensor
113: main engine 120: onboard power supply
121: Bogie engine 122: Waste heat recovery device
123: accumulator motor 124: battery
125: Onboard power grid 130: Control unit
140: land power supply facility

Claims (7)

A propulsion unit consisting of a countercurrent measuring instrument for measuring the reverse flow of the propeller area, an axis sensor for sensing the torque and speed of the drive shaft driving the propeller, and a cycle engine rotating the drive shaft;
An in-board power supply consisting of a bogie engine for supplying power to the on-board power grid, a waste heat recovery device, a shaft generator motor interworking with the drive shaft, and a battery; And
In accordance with the return information according to the operation mode, the control unit for controlling the final output of the main engine and controlling the switching and output direction between the in-board power network and the in-board power supply unit; including, a hybrid propulsion system capable of optimal efficiency operation . According to claim 1,
The propulsion unit includes first and second cycle engines that respectively drive the first and second propellers through a corresponding drive shaft, first and second shaft system sensors that sense torque and speed of the drive shaft, respectively, and the first. And a first and second countercurrent measuring devices for measuring the countercurrent of the second propeller area, respectively. According to claim 2,
The in-board power supply unit includes first and second shaft generator motors respectively connected to the drive shaft, a waste heat recovery device for recovering waste heat discharged from the first and second main engines, and producing electric power, and dual-fuel diesel electricity Optimal efficiency, consisting of a generator, an on-board power grid that supplies power generated from the shaft generator motor, the waste heat recovery device, and the dual-fuel diesel electric generator on board, and a battery connected to the on-board power grid to accumulate idle power. Hybrid propulsion system capable of operation. The method of claim 3,
The control unit controls, according to the operation mode, the output ratio and output direction of propulsive force and onboard power by the first and second cycle engines and the first and second shaft generator motors according to the backflow information, torque, and speed. And switching control of the first and second shaft generator motors, the waste heat recovery device, the dual fuel diesel electric generator and the battery to the on-board power grid, and controlling the output direction. Hybrid propulsion system possible. The method of claim 4,
It characterized in that it further comprises a land power supply facility that is switched and connected to the battery and the ship power network, and when loading / unloading, supplies the ship's total power to the ship's power network through the land power supply facility and accumulates the battery. A hybrid propulsion system capable of optimal efficiency operation. The method of claim 4,
In the air navigation mode, the full line operation mode and the emission control area operating mode, the control unit outputs the first and second periodic engines to a commercial output mode, and is on board the ship through the waste heat recovery device and the accumulator motor. A hybrid propulsion system capable of operating at optimum efficiency, characterized in that power is supplied to the power grid and the battery is stored at idle power. The method of claim 4,
In the port in / out operation mode, the control unit causes the first and second main engines and the viewing engine to stop, and the first and second propellers are driven by the first and second power generator motors. A hybrid propulsion system capable of providing optimum propulsion, characterized in that it provides the propulsion power and supplies power to the in-board power grid through the battery.

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