KR20220155769A - Power supply apparatur for vessel - Google Patents

Abstract

Disclosed is a power supply device of a ship. According to an embodiment of the present invention, the power supply device of a ship comprises: a first propulsion device having a first propeller; a second propulsion device having a second propeller; a shaft generator generating power by receiving rotating force from each of a first power shaft of the first propulsion device and a second power shaft of the second propulsion device; and a power transmission unit transmitting the rotating force of each of the first power shaft of the first propulsion device and the second power shaft of the second propulsion device to the shaft generator.

Description

Ship's power supply { POWER SUPPLY APPARATUR FOR VESSEL}

The present invention relates to a power supply system for ships.

Recently, a method of generating power through the installation of a shaft generator (SG) and a power take off (PTO) has been increasing for reasons such as eco-friendliness and energy saving.

In particular, in the case of a large container ship, a shaft generator (SG) is mainly used during ship operation, and a lot of power supply is required because a lot of refrigerant containers are loaded.

These shaft generators are individually installed on the propulsion shaft for an economical power generation method. Also, in the case of a ship having two propulsion shafts, it is preferable to install a shaft generator on each propulsion shaft as well.

However, it is a priority for a ship to secure a maximum space for loading cargo, and since the length and space of a ship are limited, an engine room and the like are installed in consideration of a minimum space. Therefore, when a shaft generator needs to be installed for fuel efficiency of a ship according to a customer's (ship owner's) demand, an increase in the length of the engine room inevitably occurs.

An object of the present invention is to provide a power supply device for a ship capable of generating electric power by receiving the rotational force of each of the two propulsion shafts.

The problem to be solved by the present invention is not limited to the problem mentioned above. Other technical problems not mentioned will be clearly understood by those skilled in the art from the following description.

According to one aspect of the present invention, a first propeller having a first propeller; A second propeller having a second propeller; a shaft generator for generating electric power by receiving rotational force from each of the first power shaft of the first thruster and the second power shaft of the second thruster; And it may be provided with a ship's power supply device including a power transmission unit for transmitting the rotational force of each of the first power shaft of the first propeller and the second power shaft of the second propeller to the shaft generator.

In addition, the power transmission unit includes a first gear box installed on the first power shaft; a second gearbox installed on the second power shaft; and a complex member providing rotational force from the first gearbox and the second gearbox to the shaft generator.

In addition, the complex member includes a first clutch provided to be selectively connected to the output shaft of the first gearbox; and a second clutch provided to be selectively connected to an output shaft of the second gearbox.

In addition, the complex member is connected to the first clutch and the second clutch and compensates for the difference between the rotational force provided through the first gearbox and the rotational force provided through the second gearbox, thereby generating the shaft generator with a single rotational force. It may further include a differential gear transmission to.

In addition, the first gearbox and the second gearbox may have gear ratios capable of increasing rotational force and reducing torque.

In addition, the first power shaft further includes a first shaft clutch enabling transmission and release of power between the first propeller and the first gearbox, and the second power shaft connects the second propeller and the second gearbox. A second shaft clutch enabling transmission and release of power between gearboxes may be further included.

In addition, the first clutch, the second clutch, the first shaft clutch and the control unit for controlling the operation of the second shaft clutch further comprising; The control unit releases the first shaft clutch and the second shaft clutch when the ship is anchored, and transmits rotational force from the movable propulsion unit when either one of the first thruster and the second thruster is stopped in operation. It is possible to control the first clutch and the second clutch.

According to an embodiment of the present invention, it is possible to generate electric power by receiving the rotational force of each of the two propulsion shafts.

The effects of the present invention are not limited to the effects described above. Effects not mentioned will be clearly understood by those skilled in the art from this specification and the accompanying drawings.

1 is a side configuration diagram showing the stern of a ship according to an embodiment of the present invention.
2 is a plan configuration view showing the stern of the ship shown in FIG. 1;
3 is a configuration diagram for explaining a power supply unit.
4 to 6 are diagrams showing an operating state of a power supply unit.

Other advantages and features of the present invention, and methods for achieving them, will become clear with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, and the present invention is only defined by the scope of the claims. Even if not defined, all terms (including technical or scientific terms) used herein have the same meaning as generally accepted by common technology in the prior art to which this invention belongs. A general description of well-known configurations may be omitted so as not to obscure the subject matter of the present invention. Where possible, identical reference numerals are used for identical or corresponding components in the drawings of the present invention. In order to aid understanding of the present invention, some components in the drawings may be slightly exaggerated or reduced.

1 is a side configuration diagram showing the stern of a ship according to an embodiment of the present invention, and FIG. 2 is a plan configuration view showing the stern of the ship shown in FIG. 1 .

In the present specification, the ship 10 may be an FPSO, an LNG carrier, a passenger ship, a cargo ship, an oil tanker, etc. having self-navigation capabilities, and uses cryogenic liquefied gas such as LNG (Liquefied Natural Gas) and LEG (Liquefied Ethane Gas) as fuel for an engine. It can be provided in a variety of vessels for use.

As shown in FIGS. 1 and 2, the ship 10 of this embodiment is a propulsion unit for propelling the hull 100 by rotating the hull 100 and the propellers 216 and 226 coupled to the rear of the hull 100 ( 200), a power supply unit 300 and a control unit 400. The propulsion unit 200 and the power supply unit 300 are power supply devices for supplying power to ships.

The propulsion unit 200 may include a twin-propeller system having a port propulsion unit 210 and a starboard propulsion unit 220 . The propulsion unit 200 of the ship generates propulsion by simultaneously driving a pair of propellers 216 and 226 installed at a predetermined interval in the stern in the transverse direction to generate propulsive force higher than that of a general vessel using one propeller. can The ship's propulsion unit 200 drives two propellers 216 and 226 at the same time during navigation to generate high-output propulsion, so that when applied to large ships or high-speed ships, satisfactory propulsion can be obtained, and either propeller Even in a situation where propulsion is impossible, it can maintain thrust above a certain level.

The port propulsion unit 210 and the starboard propulsion unit 220 may include first and second engines 212 and 222 that rotate and drive the first and second propellers 216 and 226 through corresponding power shafts 214 and 224, respectively. .

The first engine 212 and the second engine 222 mean internal combustion engines of the same type or of the same specifications that can obtain power by burning fuel, and may be 2-stroke or 4-stroke engines, such as a diesel engine. It may use oil as fuel, or may be a dual fuel engine that can be supplied as gas fuel by vaporizing liquefied gas such as LNG such as ME-GI engine and DFDE. For example, the engines 212 and 222 are dual-fuel engines capable of receiving natural vaporized boil-off gas (NBOG) from oil and LNG cargo holds (when natural vaporized boil-off gas is insufficient, boil-off gas forcedly vaporized from LNG is used) as fuel. desirable. In this specification, the expression “same type of engine” or “engine with the same specifications” means engines that have completely the same external appearance or structure, and even if the external appearance or structure is somewhat different, the fuel used (fuel gas) and fuel oil) may mean an engine having the same required pressure and required temperature.

Meanwhile, the first power shaft 214 may include a first shaft clutch 218 . The first shaft clutch 218 may be positioned between the first propeller 216 and the first gearbox 320 . The second power shaft 224 may include a second shaft clutch 228 . The second shaft clutch 228 may be positioned between the second propeller 226 and the second gearbox 330 . The first and second shaft clutches 218 and 228 may transmit or block power to the first and second propellers 216 and 226 .

3 is a configuration diagram for explaining a power supply unit.

Referring to FIGS. 2 and 3 , the power supply unit 300 may include a shaft generator motor (SGM) 390 and a power transmission unit 310 . The power transmission unit 310 transmits rotational force of each of the first power shaft of the port propulsion unit and the second power shaft of the starboard propulsion unit to the shaft generator 390 . Shaft generator 390 generates electric power using rotational force transmitted through the power transmission unit 310 .

The power transmission unit 310 may include a first gear box 320 , a second gear box 330 and a complex member 340 . The first gearbox 320 is installed on the first power shaft 214, and the second gearbox 330 is installed on the second power shaft 224.

The first gearbox 320 and the second gearbox 330 transmit the rotational force of the first and second power shafts 214 and 224 to the complex member 340 . The first gearbox 320 and the second gearbox 330 preferably have gear ratios capable of increasing rotational force and reducing torque.

The complex member 340 provides rotational power received from the first gearbox 320 and the second gearbox 330 to the shaft generator 390 . The complex member 340 may include a first clutch 342 , a second clutch 344 , and a differential gear unit 346 . The first clutch 342 may be provided to be selectively connected to the output shaft 322 of the first gearbox 320, and the second clutch 344 is connected to the output shaft 332 of the second gearbox 330. Optionally, it may be provided for connection. The differential gear unit 346 may be connected to the first clutch 342 and the second clutch 344 . The differential gear unit 346 compensates for the difference between the rotational force provided through the first gearbox 342 and the rotational force provided through the second gearbox 344, and provides a single rotational force to be transmitted to the shaft generator 390. can

For example, the shaft generator 390 may generate power by receiving rotational force transmitted from the first engine 312 and the second engine 322 to a propeller, which is a power consumption point. That is, the shaft generator 390 engaged with the transmission shaft 348 of the differential gear unit 346 blocks the rotation of the transmission shaft 348, so that a load is generated on the transmission shaft 348, and a load is generated on the transmission shaft 348. The load is transmitted to the shaft generator 390, and the shaft generator 390 generates power by the load of the transmission shaft 3480. The power generated by the storage generator 390 can be supplied to various power consumers in the ship through a BUS (not shown) or directly stored in the battery 392 through a converter (not shown) that converts it into charging power. have.

The controller 400 may control the first clutch 342, the second clutch 344, the first shaft clutch 218, and the second shaft clutch 228 according to the operation mode of the ship. For example, the controller 400 may release the first shaft clutch 218 and the second shaft clutch 228 when the ship is at anchor. Referring to FIG. 4, when the ship 10 is anchored, the first and second power shafts 214 and 224 connected to the first and second propellers 216 and 226 are connected to the first shaft clutch 218 and the second shaft clutch 228. By being released by the , the rotational force of the first and second engines 212 and 222 may be fully provided to the shaft generator 390 through the power transmission unit 310 .

Referring to FIG. 5, when the ship 10 is in normal operation, rotational force is transmitted from the two power shafts 214 and 224 to the shaft generator 390 through the first and second gear boxes 320 and 330 -> the complex member 340 It is passed on. At this time, the difference in rotational speed between the first power shaft 214 and the second power shaft 224 may be compensated by the differential gear unit 346 and transmitted to the shaft generator 390 as a single rotational speed and rotational force.

In the case of low-load low-speed operation in which the number of revolutions of the 1st and 2nd engines 212 and 222 is reduced compared to the rated speed, the 1st and 2nd gearboxes 320 and 330 of the 1st and 2nd power shafts 214 and 224 are configured in multiple stages to reduce the number of shaft revolutions can be raised to transmit rotational force. As another method, the number of rotations transmitted to the shaft generator 390 may be maintained within a certain range by providing gears in the complex member 340 in multiple stages. Therefore, the shaft generator 390 can be configured in a small size by receiving a higher rotational speed and lower torque than the engine, and thus can be placed in a narrow space in the stern and engine room.

In addition, when an abnormal situation occurs in the ship 10, rotational force may be selectively received from the two propellers 210 and 220 and provided to the shaft generator 390. That is, as shown in FIG. 6, the control unit 400 operates the first clutch 342 and the second clutch 342 so that rotational force is transmitted from the movable thruster when any one of the first thruster 210 and the second thruster 220 is stopped. Clutch 344 can be controlled.

For reference, when two shaft generators 390 having the same capacity are connected in series and configured, when rotational force is selectively received from one thruster, only one shaft generator is operated, and the other one is in an idle state or free rotation state. can keep

It should be understood that the above embodiments are presented to aid understanding of the present invention, do not limit the scope of the present invention, and various deformable embodiments also fall within the scope of the present invention. The scope of technical protection of the present invention should be determined by the technical spirit of the claims, and the scope of technical protection of the present invention is not limited to the literal description of the claims themselves, but is substantially equal to the scope of technical value. It should be understood that it extends to the invention of.

100: hull 200: propulsion unit
300: power supply unit 310: power transmission unit
320: first gear box 330: second gear box
340: complex member 390: shaft generator

Claims (7)

A first propeller having a first propeller;
A second propeller having a second propeller;
a shaft generator for generating electric power by receiving rotational force from each of the first power shaft of the first thruster and the second power shaft of the second thruster; and
Ship's power supply device comprising a power transmission unit for transmitting the rotational force of each of the first power shaft of the first propeller and the second power shaft of the second propeller to the shaft generator. According to claim 1,
the power transmission unit
a first gearbox installed on the first power shaft;
a second gearbox installed on the second power shaft; and
Ship's power supply device comprising a complex member for providing rotational force from the first gearbox and the second gearbox to the shaft generator. According to claim 2,
The complex member
a first clutch provided to be selectively connected to an output shaft of the first gearbox; and
Ship's power supply device including a second clutch provided to be selectively connected to the output shaft of the second gearbox. According to claim 3,
The complex member
A differential gear unit that is connected to the first clutch and the second clutch and compensates for the difference between the rotational force provided through the first gearbox and the rotational force provided through the second gearbox, and transmits the rotational force to the shaft generator as a single rotational force. Ship's power supply further comprising a. According to claim 1,
The first gearbox and the second gearbox
A ship's power supply with a gear ratio that can increase rotational force and lower torque. According to claim 1,
The first power shaft is
Further comprising a first shaft clutch that enables transmission and release of power between the first propeller and the first gearbox,
The second power shaft is
The ship's power supply device further comprising a second shaft clutch enabling transmission and release of power between the second propeller and the second gearbox. According to claim 1,
Further comprising a controller for controlling operations of the first clutch, the second clutch, the first shaft clutch, and the second shaft clutch;
The control unit
When the ship is at anchor, the first shaft clutch and the second shaft clutch are released,
The ship's power supply device for controlling the first clutch and the second clutch so that rotational force is transmitted from the movable propeller when any one of the first thruster and the second thruster is out of operation.

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