JP2007326391A - Marine vessel propulsion system - Google Patents

Marine vessel propulsion system Download PDF

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JP2007326391A
JP2007326391A JP2006157335A JP2006157335A JP2007326391A JP 2007326391 A JP2007326391 A JP 2007326391A JP 2006157335 A JP2006157335 A JP 2006157335A JP 2006157335 A JP2006157335 A JP 2006157335A JP 2007326391 A JP2007326391 A JP 2007326391A
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generator
power
supercharger
shaft
propulsion system
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JP4452930B2 (en
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Hiromoto Shimaya
宏基 嶋屋
Tomoyuki Iwasaki
知幸 岩崎
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Nishishiba Electric Co Ltd
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Nishishiba Electric Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a marine vessel propulsion system high in energy saving efficiency in optimal equipment constitution and capable of corresponding to various driving status. <P>SOLUTION: It is possible to collect energy from exhaust gas without setting an exhaust gas economizer and a steam turbine as a generator to generate electric power by collecting excess exhaust energy on a supercharger and the generator is connected to an inboard electric power source system on this marine vessel propulsion system providing a shaft power generating set on a propeller shaft by connecting a main engine with the supercharger and a propeller to each other by the propeller shaft. Consequently, it is possible to provide a high energy saving effect by constitution with less of the equipment in addition to an energy saving effect of the shaft power generating set. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は船舶の省エネルギー化が可能な船舶推進システムに関する。   The present invention relates to a ship propulsion system capable of saving energy of a ship.

従来の船舶推進システムは例えば特許文献１，２に開示されている。特許文献１では、主機の排ガスにより作動される過給機の回転軸に第１発電電動機を接続し、主機の推進軸に減速機を介して第２発電電動機を接続し、第１、第２発電電動機を互いに電気的に接続した構成が提案されている。特許文献２では、排ガスエコノマイザー過熱蒸気で推進加勢タービンを運転し、減速機を介して推進力を供給する構成が提案されている。
特公昭６３−５５６５号公報 特公昭６１−５５６０２号公報 Conventional ship propulsion systems are disclosed in Patent Documents 1 and 2, for example. In Patent Document 1, a first generator motor is connected to a rotating shaft of a supercharger operated by exhaust gas from a main engine, a second generator motor is connected to a propulsion shaft of the main machine via a speed reducer, and first and second A configuration in which generator motors are electrically connected to each other has been proposed. Patent Document 2 proposes a configuration in which a propulsion heating turbine is operated with exhaust gas economizer superheated steam and propulsion is supplied via a reduction gear.
Japanese Examined Patent Publication No. 63-5565 Japanese Patent Publication No. 61-55602

通常、船舶の省エネルギー化として、主機に軸発電装置を取り付ける方法、排ガスエコノマイザーで蒸気を発生させタービンを駆動し，発電や推進加勢する方法、あるいは主機の過給機に発電機を取り付け発電する方法が提案されている。
しかし、これらの方法はいずれも省エネルギー効果に対して設置機器の増大によるコスト高や設置スペース、メンテナンスコストの点から一般的に普及するに至っていない。 Usually, to save energy on ships, a method of attaching a shaft generator to the main engine, a method of generating steam with an exhaust gas economizer to drive a turbine and generating or propelling power, or a generator attached to a turbocharger of the main engine to generate electricity A method has been proposed.
However, none of these methods has been widely used in terms of energy saving effect due to high cost due to an increase in installation equipment, installation space, and maintenance costs.

従来の船舶推進システムは、図４に示すように主機１の過給機４に第１発電電動機５１を設置し、この第１発電電動機５１と推進軸３に減速機６を介して設置された第２発電電動機５２とを電気的に接続している。主機１が低負荷でプロペラ２を回転する時は第２発電電動機５２で発電した電力で第１発電電動機５１を駆動し過給機４を加勢し、主機１が定格運転でプロペラ２を回転する時は第１発電電動機５１で発電した電力で第２発電電動機５２を駆動し、主機１を加勢するものである（特許文献１参照）が、一般に過給機回転数は数万回転で運転され、主機回転数は数十回転の低速度で運転されるため、回転数を合わせるためには多段の減速機が必要となり、設置スペースとメンテナンスコストの増大を招き、信頼性が低下することになる。   As shown in FIG. 4, the conventional marine vessel propulsion system has a first generator motor 51 installed in the supercharger 4 of the main engine 1, and is installed on the first generator motor 51 and the propulsion shaft 3 via a speed reducer 6. The second generator motor 52 is electrically connected. When the main machine 1 rotates the propeller 2 with a low load, the first generator motor 51 is driven by the power generated by the second generator motor 52 to energize the supercharger 4, and the main machine 1 rotates the propeller 2 at rated operation. In some cases, the second generator motor 52 is driven by the power generated by the first generator motor 51 and the main motor 1 is energized (see Patent Document 1). However, the turbocharger is generally operated at tens of thousands of revolutions. Since the main engine speed is operated at a low speed of several tens of revolutions, a multi-stage reduction gear is required to match the rotation speed, resulting in an increase in installation space and maintenance costs, and a decrease in reliability. .

また、他の従来の船舶推進システムは、図５に示すように排ガスエコノマイザー７で発生した余剰蒸気で推進タービン９を駆動し、減速機６を介してプロペラ２へ推進力を加勢している（特許文献２参照）が、主機１の回転数は数十回転の低速度で運転されるため、回転数を合わせるためには多段の減速機が必要となり、設置スペースとメンテナンスコストの増大を招くことになる。また、主機１の回転数の変化時に、排ガスエコノマイザー７の発生蒸気量の細かな制御は困難で、推進加勢タービン９の回転数を追従させることは難しく、さらに減速機６に大きな負荷がかかる場合があり、信頼性が低下することになる。なお、５は発電機、８は蒸気タービンである。   In another conventional marine vessel propulsion system, as shown in FIG. 5, the propulsion turbine 9 is driven by surplus steam generated by the exhaust gas economizer 7 and the propulsion force is applied to the propeller 2 via the speed reducer 6. However, since the rotational speed of the main machine 1 is operated at a low speed of several tens of revolutions, a multistage reduction gear is required to match the rotational speed, resulting in an increase in installation space and maintenance cost. It will be. Further, when the rotational speed of the main engine 1 changes, it is difficult to finely control the amount of steam generated by the exhaust gas economizer 7, it is difficult to follow the rotational speed of the propulsion boosting turbine 9, and a large load is applied to the speed reducer 6. In some cases, reliability is reduced. In addition, 5 is a generator and 8 is a steam turbine.

本発明は上記事情に鑑みてなされたもので、その課題は最適な機器構成で省エネルギー効率が高く、様々な運転状況に対応可能な船舶推進システムを提供することにある。   The present invention has been made in view of the above circumstances, and an object thereof is to provide a marine vessel propulsion system capable of responding to various driving situations with high energy saving efficiency with an optimum device configuration.

上記課題を達成するために、請求項１記載の発明は、過給機付き主機とプロペラを推進軸で連結し、前記推進軸に軸発電装置を設けた船舶推進システムにおいて、前記主機の過給機に余剰排気エネルギーを回収して発電する発電機を取り付け、前記発電機を船内電源系統に接続することを特徴とする。   In order to achieve the above object, a first aspect of the present invention provides a marine vessel propulsion system in which a main engine with a supercharger and a propeller are connected by a propulsion shaft, and a shaft power generator is provided on the propulsion shaft. A generator for recovering surplus exhaust energy and generating electricity is attached to the machine, and the generator is connected to an inboard power supply system.

請求項１記載の発明によると、軸発電装置の省エネルギー効果に加え、排ガスエコノマイザーや蒸気タービンを設置することなく、排ガスからエネルギー回収できるので、少ない機器構成でより高い省エネルギー効果が得られる。   According to the first aspect of the present invention, in addition to the energy saving effect of the shaft power generator, energy can be recovered from the exhaust gas without installing an exhaust gas economizer or a steam turbine, so that a higher energy saving effect can be obtained with a small equipment configuration.

請求項２記載の発明は、請求項１記載の船舶推進システムにおいて、前記主機の過給機に取り付ける発電機は、過給機軸に直結した高速発電機で、この高速発電機は周波数変換装置を介して船内電源系統に接続することを特徴とする。   According to a second aspect of the present invention, in the marine vessel propulsion system according to the first aspect, the generator attached to the supercharger of the main engine is a high-speed generator directly connected to the supercharger shaft, and the high-speed generator has a frequency converter. It is characterized by being connected to an inboard power supply system.

請求項２記載の発明によると、主機過給機同軸上に高速発電機を直結した構造であるので、過給機と発電機の間に減速機が不要となり、機器設置スペースの削減と減速機のメンテナンスコストを低減することができる。   According to the second aspect of the present invention, since the high speed generator is directly connected on the coaxial of the main turbocharger, a reduction gear is not required between the supercharger and the generator. The maintenance cost can be reduced.

請求項３記載の発明は、請求項１または請求項２記載の船舶推進システムにおいて、前記主機の過給機に取り付ける発電機は、前記主機起動時に軸発電装置と船内電源系統の両方、又はどちらか一方から電力供給を受けてモータとして駆動することが可能であることを特徴とする。   According to a third aspect of the present invention, in the marine vessel propulsion system according to the first or second aspect, the generator attached to the supercharger of the main engine is either or both of the shaft power generator and the inboard power system when the main engine is activated. It can be driven as a motor by receiving power supply from either of them.

請求項３記載の発明によると、主機起動時の排ガスエネルギーが小さい場合や低負荷時で、過給機の過給が不足している状態において、発電機をモータとして駆動することで過給を加勢できるので、通常行われる補助ブロワーでの送風量が削減でき、補助ブロワーの台数・容量を削減することができる。また、過給機直結の高速発電機の場合は回転周波数を周波数変換装置で可変できるので、主機の必要過給量や過給圧の変化に容易に追従できる。   According to the invention described in claim 3, supercharging is performed by driving the generator as a motor in a state where the exhaust gas energy at the time of starting the main engine is small or at a low load and the supercharging of the supercharger is insufficient. Since it can be energized, the amount of air blown by the auxiliary blower that is normally performed can be reduced, and the number and capacity of auxiliary blowers can be reduced. Further, in the case of a high-speed generator directly connected to a supercharger, the rotation frequency can be varied by a frequency converter, so that it is possible to easily follow changes in the required supercharging amount and supercharging pressure of the main engine.

請求項４記載の発明は、請求項１ないし請求項３記載のいずれかの船舶推進システムにおいて、前記軸発電装置の発電出力と前記過給機に取り付けた発電機の発電出力を前記主機の負荷状況に応じて調整可能としたことを特徴とする。   According to a fourth aspect of the present invention, in the marine vessel propulsion system according to any one of the first to third aspects, the power generation output of the shaft power generation device and the power generation output of the power generator attached to the supercharger are loaded on the load of the main engine. It can be adjusted according to the situation.

請求項４記載の発明によると、荒天時などに推進力や過給が必要になった場合に、軸発電装置の発電出力と過給機に設置した発電機の発電出力を調整することで、推進軸の出力を大きくすることができる。また過給機の過給量、過給圧を可変することができ、安定した航行をすることができる。   According to the invention described in claim 4, when thrust or supercharge is required during stormy weather, etc., by adjusting the power generation output of the shaft power generator and the power generation output of the generator installed in the supercharger, The output of the propulsion shaft can be increased. Further, the supercharging amount and supercharging pressure of the supercharger can be varied, and stable navigation can be performed.

請求項５記載の発明は、請求項１ないし請求項４記載のいずれかの船舶推進システムにおいて、前記軸発電装置は、前記過給機の余剰排気エネルギーを回収して得られた発電出力と前記船内電源系統の両方、又はどちらか一方から前記周波数変換装置を介して電力供給を受けてモータとして駆動し推進加勢することを特徴とする。   According to a fifth aspect of the present invention, in the marine vessel propulsion system according to any one of the first to fourth aspects, the shaft power generator is configured to generate power output obtained by collecting surplus exhaust energy of the supercharger and the power generation output. It is characterized in that power is supplied from both or one of the inboard power supply systems via the frequency converter and is driven as a motor for propulsion.

請求項５記載の発明によると、荒天時などに推進力が必要になった場合に、軸発電装置をモータとして駆動し主機を加勢できるので、推進軸の出力を大きくすることができ、主機の加勢に減速機が不要で機器設置スペースの削減とメンテナンスコストの低減ができる。また、軸発電装置の回転周波数は周波数変換装置で可変できるので主機の回転周波数変化に容易に追従できるため、安定した航行をすることができる。   According to the fifth aspect of the present invention, when a propulsive force is required during stormy weather or the like, the shaft generator can be driven as a motor to energize the main engine, so that the output of the propulsion shaft can be increased, It is not necessary to add a speed reducer, and the equipment installation space and maintenance cost can be reduced. Further, since the rotational frequency of the shaft generator can be varied by the frequency converter, it is possible to easily follow changes in the rotational frequency of the main engine, so that stable navigation is possible.

請求項６記載の発明は、請求項３ないし請求項５記載の船舶推進システムにおいて、船舶推進用電源系統と船内電源系統とを切り離すことが可能であることを特徴とする。
請求項６記載の発明によると、推進用電源系統と船内電源系統を任意に切り離すことができるので、軸発電装置もしくは過給機に取り付けた発電機の出力変動が大きい場合でも、船内電源は安定した状態を保つことができる。 According to a sixth aspect of the present invention, in the ship propulsion system according to the third to fifth aspects, the ship propulsion power supply system and the inboard power supply system can be separated.
According to the sixth aspect of the invention, since the propulsion power supply system and the shipboard power supply system can be arbitrarily separated, the shipboard power supply is stable even when the output fluctuation of the generator attached to the shaft generator or the turbocharger is large. Can be kept.

本発明によれば、最適な機器構成で省エネルギー効率が高く、様々な運転状況に対応可能な船舶推進システムを提供することができる。   According to the present invention, it is possible to provide a marine vessel propulsion system that is highly energy-saving with an optimal device configuration and can cope with various driving situations.

以下、本発明の最良の実施形態を、図を参照して説明する。
図１は、本発明の第１の実施形態の構成図である。
図に示すように、本実施形態である船舶推進システムは、主機１とプロペラ２は推進軸３により連結され、推進軸３には軸発電装置１０が設置されている。主機１には主機排ガスで駆動する過給機４が設置され、過給機４には減速機６を介して発電機５が設置されている。軸発電装置１０の発電電力は周波数変換装置１１で船内周波数に変換し、遮断器１３を通じて船内電源系統１４に供給するように接続されている。同期調相機１２は軸発電装置１０の出力電圧と周波数を調整する。 DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the best embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a configuration diagram of a first embodiment of the present invention.
As shown in the figure, in the marine vessel propulsion system according to the present embodiment, the main engine 1 and the propeller 2 are connected by a propulsion shaft 3, and a shaft power generator 10 is installed on the propulsion shaft 3. The main machine 1 is provided with a supercharger 4 that is driven by main machine exhaust gas, and the supercharger 4 is provided with a generator 5 via a speed reducer 6. The power generated by the shaft power generator 10 is connected to the frequency converter 11 so as to be converted into an inboard frequency and supplied to the inboard power system 14 through the circuit breaker 13. The synchronous phase adjuster 12 adjusts the output voltage and frequency of the shaft generator 10.

本実施形態の船舶推進システムは、上記のように構成されているので、軸発電装置の省エネルギー効果に加え、排ガスエコノマイザーや蒸気タービンを設置することなく、排ガスからエネルギー回収でき、これにより高い省エネルギー効果が得られる。   Since the ship propulsion system of the present embodiment is configured as described above, in addition to the energy saving effect of the shaft power generator, energy can be recovered from the exhaust gas without installing an exhaust gas economizer or a steam turbine, thereby achieving high energy savings. An effect is obtained.

図２は本発明の第２の実施形態の構成図である。
図に示すように、本実施形態である船舶推進システムが上記図１の第１の実施形態と異なる構成は、過給機４に高速発電機１７が直結され、発電電力は周波数変換装置１８で船内周波数に変換し、遮断器１３を通じて船内電源系統１４に接続する点であり、その他の構成は第１の実施形態と同様であるので、その説明を省略する。 FIG. 2 is a block diagram of the second embodiment of the present invention.
As shown in the figure, the ship propulsion system according to this embodiment differs from the first embodiment in FIG. 1 in that a high speed generator 17 is directly connected to the supercharger 4, and the generated power is generated by a frequency converter 18. The point is that it is converted to the inboard frequency and connected to the inboard power supply system 14 through the circuit breaker 13, and the other configuration is the same as that of the first embodiment, and the description thereof is omitted.

本実施形態は上記のように構成されているので、第１の実施形態と同様の効果に加え、過給機と高速回転機の間に減速機が不要となり、機器設置スペースの削減と減速機のメンテナンスコストを低減することができる。   Since the present embodiment is configured as described above, in addition to the same effects as those of the first embodiment, a reduction gear is not required between the supercharger and the high-speed rotating machine, and a reduction in equipment installation space and a reduction gear are achieved. The maintenance cost can be reduced.

本発明の第３の実施形態は図１もしくは図２において、主機起動時や低負荷時に排ガス量が少なく、過給機による過給が十分ではない状態において、軸発電装置１０で発電した電力と船内電源系統１４の両方、又はどちらか一方からの電力を発電機５または高速発電機１７に供給し、モータリングして過給機４を加勢する。高速発電機１７に電力供給する場合は、周波数変換装置１８で所望の回転周波数に変換して過給機４を加勢する。   In FIG. 1 or FIG. 2, the third embodiment of the present invention is the power generated by the shaft power generator 10 in a state where the amount of exhaust gas is small at the time of starting the main engine or at a low load and the supercharging by the supercharger is not sufficient. Electric power from both or one of the inboard power supply systems 14 is supplied to the generator 5 or the high-speed generator 17, motored, and the supercharger 4 is energized. When supplying power to the high-speed generator 17, the frequency converter 18 converts the power into a desired rotation frequency and energizes the supercharger 4.

本実施形態は上記のように構成されているので、主機起動時の排ガスエネルギーが小さい場合や低負荷時で、過給機の過給が不足している状態において、過給機に設置した発電機をモータとして駆動することで過給を加勢できる。従って、通常行われる補助ブロワーでの送風量が削減でき、補助ブロワーの台数・容量を削減することができる。また、高速発電機をモータリングする場合は、回転周波数を周波数変換装置で可変できるので、主機の必要過給量や過給圧の変化に容易に追従できる。   Since the present embodiment is configured as described above, power generation installed in the supercharger when the exhaust gas energy at the time of starting the main engine is small or when the supercharger is insufficient at low load. Supercharging can be boosted by driving the machine as a motor. Accordingly, it is possible to reduce the amount of air blown by the auxiliary blower that is normally performed, and to reduce the number and capacity of the auxiliary blowers. Further, when motoring a high-speed generator, the rotation frequency can be varied by the frequency converter, so that it is possible to easily follow changes in the required supercharging amount and supercharging pressure of the main engine.

図３は本発明の第４の実施形態の構成図である。
図において、本実施形態である船舶推進システムが上記図１の第１の実施形態と異なる構成は、軸発電装置１０の周波数変換装置１１と高速発電機１７の周波数変換装置１８は主機センサー１９の信号により常に最適な出力となるよう発電量を制御する点であり、その他の構成は、第１実施形態と同様であるので、その説明は省略する。 FIG. 3 is a block diagram of the fourth embodiment of the present invention.
In the figure, the ship propulsion system according to this embodiment differs from the first embodiment of FIG. 1 in that the frequency converter 11 of the shaft generator 10 and the frequency converter 18 of the high-speed generator 17 are This is because the amount of power generation is controlled so as to always obtain an optimum output based on the signal, and the other configuration is the same as that of the first embodiment, and the description thereof will be omitted.

本実施形態は上記のように構成されているので、荒天時などに推進力や過給が必要になった場合に、軸発電装置の発電出力と過給機に設置した発電機の発電出力を調整することで、推進軸の出力、または過給機の過給量や過給圧を可変することができ、安定した航行をすることができる。   Since this embodiment is configured as described above, when a propulsive force or supercharging is required during stormy weather, the power generation output of the shaft power generator and the power generation output of the generator installed in the supercharger are By adjusting, the output of the propulsion shaft, or the supercharging amount and supercharging pressure of the supercharger can be varied, and stable navigation can be achieved.

本発明の第５の実施形態は図１もしくは図２において、発電機５もしくは高速発電機１７で発電した電力と船内電源系統１４の両方、又はどちらか一方の電力を周波数変換装置１１で主機の回転周波数に変換して給電し、軸発電装置１０をモータリングし、主機１を加勢する。   In the fifth embodiment of the present invention, in FIG. 1 or FIG. 2, the power generated by the generator 5 or the high-speed generator 17 and / or the inboard power system 14 are converted into the main engine by the frequency converter 11. Power is converted into a rotational frequency, the shaft generator 10 is motored, and the main machine 1 is energized.

本実施形態は上記のように構成されているので、荒天時などに推進力が必要になった場合に、軸発電装置をモータとして駆動し主機を加勢できるので、推進軸の出力を大きくすることができ、主機の加勢に減速機が不要で機器設置スペースの削減とメンテナンスコストの低減ができる。また、軸発電装置の回転周波数は周波数変換装置で可変できるので、主機の回転周波数変化に容易に追従できるため、安定した航行をすることができる。   Since the present embodiment is configured as described above, when a propulsive force is required during stormy weather, etc., the shaft generator can be driven as a motor and the main engine can be energized. It is possible to reduce the equipment installation space and maintenance costs by eliminating the need for a reduction gear to support the main engine. Further, since the rotational frequency of the shaft power generator can be varied by the frequency converter, it is possible to easily follow the rotational frequency change of the main engine, so that stable navigation is possible.

本発明の第６実施形態は図１から図３において、遮断器１３を開放し、軸発電装置１０および発電機５もしくは高速発電機１７の推進用電源系統と船内電源系統１４を切り離す。   In FIG. 1 to FIG. 3, the sixth embodiment of the present invention opens the circuit breaker 13 and disconnects the propulsion power supply system of the shaft generator 10 and the generator 5 or the high-speed generator 17 from the inboard power supply system 14.

本実施形態は上記のように構成されているので、軸発電装置もしくは過給機に取り付けた発電機の出力変動が大きい場合でも、船内電源は安定した状態を保つことができる。   Since the present embodiment is configured as described above, even when the output fluctuation of the generator attached to the shaft generator or the supercharger is large, the in-board power supply can maintain a stable state.

本発明の第１の実施形態の構成図。The block diagram of the 1st Embodiment of this invention. 本発明の第２の実施形態の構成図。The block diagram of the 2nd Embodiment of this invention. 本発明の第４の実施形態の構成図。The block diagram of the 4th Embodiment of this invention. 従来の船舶推進システムの構成図。The block diagram of the conventional ship propulsion system. 従来の他の船舶推進システムの構成図。The block diagram of the other conventional ship propulsion system.

符号の説明Explanation of symbols

１…主機、２…プロペラ、３…推進軸、４…過給機、５，５１，５２…発電機、６…減速機、７…排ガスエコノマイザー、８…発電タービン、９…推進加勢タービン、１０…軸発電装置、１１…周波数変換装置、１２…同期調相機、１３…遮断器、１４…船内電源系統、１５…主発電機、１６…船内負荷、１７…高速発電機、１８…周波数変換装置、１９…主機センサー。   DESCRIPTION OF SYMBOLS 1 ... Main machine, 2 ... Propeller, 3 ... Propulsion shaft, 4 ... Supercharger, 5, 51, 52 ... Generator, 6 ... Reduction gear, 7 ... Exhaust gas economizer, 8 ... Power generation turbine, 9 ... Propulsion support turbine, DESCRIPTION OF SYMBOLS 10 ... Shaft generator, 11 ... Frequency converter, 12 ... Synchronous phase adjuster, 13 ... Circuit breaker, 14 ... Inboard power system, 15 ... Main generator, 16 ... Inboard load, 17 ... High speed generator, 18 ... Frequency converter Device, 19 ... Main machine sensor.

Claims (6)

過給機付き主機とプロペラを推進軸で連結し、前記推進軸に軸発電装置を設けた船舶推進システムにおいて、前記主機の過給機に余剰排気エネルギーを回収して発電する発電機を取り付け、前記発電機を船内電源系統に接続することを特徴とする船舶推進システム。   In a marine vessel propulsion system in which a main unit with a supercharger and a propeller are connected by a propulsion shaft, and a shaft power generator is provided on the propulsion shaft, a generator that collects surplus exhaust energy and generates power is attached to the supercharger of the main unit, A ship propulsion system, wherein the generator is connected to an inboard power system. 請求項１記載の船舶推進システムにおいて、前記主機の過給機に取り付ける発電機は、過給機軸に直結した高速発電機で、この高速発電機は周波数変換装置を介して船内電源系統に接続することを特徴とする船舶推進システム。   2. The ship propulsion system according to claim 1, wherein the generator attached to the supercharger of the main engine is a high-speed generator directly connected to a supercharger shaft, and the high-speed generator is connected to an in-board power supply system via a frequency converter. Ship propulsion system characterized by that. 請求項１または請求項２記載の船舶推進システムにおいて、前記主機の過給機に取り付ける発電機は、前記主機起動時に軸発電装置と船内電源系統の両方、又はどちらか一方から電力供給を受けてモータとして駆動することが可能であることを特徴とする船舶推進システム。   The ship propulsion system according to claim 1 or 2, wherein the generator attached to the supercharger of the main engine is supplied with electric power from both or one of the shaft power generator and the inboard power system when the main engine is activated. A marine vessel propulsion system that can be driven as a motor. 請求項１ないし請求項３記載のいずれかの船舶推進システムにおいて、前記軸発電装置の発電出力と前記過給機に取り付けた発電機の発電出力を前記主機の負荷状況に応じて調整可能としたことを特徴とする船舶推進システム。   The ship propulsion system according to any one of claims 1 to 3, wherein the power generation output of the shaft power generation device and the power generation output of a generator attached to the supercharger can be adjusted according to a load situation of the main engine. Ship propulsion system characterized by that. 請求項１ないし請求項４記載のいずれかの船舶推進システムにおいて、前記軸発電装置は、前記過給機の余剰排気エネルギーを回収して得られた発電出力と前記船内電源系統の両方、又はどちらか一方から前記周波数変換装置を介して電力供給を受けてモータとして駆動し推進加勢することを特徴とする船舶推進システム。   The ship propulsion system according to any one of claims 1 to 4, wherein the shaft power generator is configured to generate power output obtained by recovering surplus exhaust energy of the supercharger and / or the inboard power system. A ship propulsion system that receives power supply from either side through the frequency converter and drives as a motor for propulsion. 請求項３ないし請求項５記載の船舶推進システムにおいて、船舶推進用電源系統と船内電源系統とを切り離すことが可能であることを特徴とする船舶推進システム。   6. A marine vessel propulsion system according to claim 3, wherein the marine vessel propulsion power system and the inboard power system can be separated.
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009255636A (en) * 2008-04-14 2009-11-05 Nishishiba Electric Co Ltd Marine vessel propulsion system
WO2012026512A1 (en) * 2010-08-26 2012-03-01 三菱重工業株式会社 Marine denitration system, marine vessel equipped with same, and control method for marine denitration system
JP2012245886A (en) * 2011-05-27 2012-12-13 Nishishiba Electric Co Ltd Excess energy recovery system of main machine for vessel
JP2014040245A (en) * 2013-10-24 2014-03-06 National Maritime Research Institute Jet gas supplying method for marine vessel and jet gas control apparatus
CN105460191A (en) * 2015-12-30 2016-04-06 台州市盛泰新材料科技有限公司 Power assembly of aquatic life-saving device

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009255636A (en) * 2008-04-14 2009-11-05 Nishishiba Electric Co Ltd Marine vessel propulsion system
WO2012026512A1 (en) * 2010-08-26 2012-03-01 三菱重工業株式会社 Marine denitration system, marine vessel equipped with same, and control method for marine denitration system
CN103052773A (en) * 2010-08-26 2013-04-17 三菱重工业株式会社 Marine denitration system, marine vessel equipped with same, and control method for marine denitration system
JP2012245886A (en) * 2011-05-27 2012-12-13 Nishishiba Electric Co Ltd Excess energy recovery system of main machine for vessel
JP2014040245A (en) * 2013-10-24 2014-03-06 National Maritime Research Institute Jet gas supplying method for marine vessel and jet gas control apparatus
CN105460191A (en) * 2015-12-30 2016-04-06 台州市盛泰新材料科技有限公司 Power assembly of aquatic life-saving device

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