WO2011065081A1 - 排熱回収型船舶推進装置およびこれを備えた船舶ならびに排熱回収型船舶推進装置の制御方法 - Google Patents
排熱回収型船舶推進装置およびこれを備えた船舶ならびに排熱回収型船舶推進装置の制御方法 Download PDFInfo
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- WO2011065081A1 WO2011065081A1 PCT/JP2010/064876 JP2010064876W WO2011065081A1 WO 2011065081 A1 WO2011065081 A1 WO 2011065081A1 JP 2010064876 W JP2010064876 W JP 2010064876W WO 2011065081 A1 WO2011065081 A1 WO 2011065081A1
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- main engine
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- fuel injection
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J3/00—Driving of auxiliaries
- B63J3/02—Driving of auxiliaries from propulsion power plant
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
- Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
- Y02T70/5236—Renewable or hybrid-electric solutions
Definitions
- the present invention relates to an exhaust heat recovery type ship propulsion apparatus including a generator that recovers and generates power by recovering exhaust heat from a main engine for ship propulsion, a ship including the exhaust heat recovery type ship propulsion apparatus that includes a shaft generator motor that energizes the main engine, and an exhaust
- the present invention relates to a method for controlling a heat recovery type ship propulsion device.
- Patent Document 1 discloses an invention in which exhaust gas from a main engine is used to drive a steam turbine to generate power, and the generated power is used in a shaft generator motor.
- the generated power generated by the steam turbine or the like may be excessive with respect to the required power in the ship, resulting in surplus power.
- Such an event occurs when the load on the ship suddenly decreases (for example, when the power supplied to the refrigerated container in the ship is stopped).
- surplus electricity is generated in this way, there is a possibility that fluctuations in the power frequency will increase due to an imbalance between the ship's required power and the generated power.
- the amount of steam supplied to the steam turbine is controlled by feedback control using a power generation command value based on the ship's required power and the current power generation amount. Since the amount of exhaust gas supplied to the power turbine is controlled, the response delay cannot be ignored. Therefore, in order to suppress fluctuations in the power frequency, it is required to improve the responsiveness to the required power on board.
- the present invention has been made in view of such circumstances, and includes an exhaust heat recovery type ship propulsion device capable of reducing surplus ship power as much as possible and suppressing fluctuations in ship speed, and the same. It is an object of the present invention to provide a control method for a ship and an exhaust heat recovery type ship propulsion device.
- An exhaust heat recovery type ship propulsion device is generated by a main engine that drives a propeller for propulsion of a ship, a power turbine that is driven by the exhaust gas of the main engine, and an exhaust gas of the main engine
- An exhaust heat recovery type ship propulsion apparatus comprising: a motor operation for energizing a main engine; and a shaft generator motor that is driven by the main engine and capable of generating electricity to generate electric power.
- the power turbine control unit that calculates the opening degree of the control valve for the power turbine that controls the flow rate of the engine as the feed forward opening degree and outputs the feed forward opening degree to the control valve for the power turbine, and / or the inboard request Based on the electric power and the load of the main engine, the opening degree of the steam turbine control valve that controls the flow rate of the steam supplied to the steam turbine is calculated as a feed forward opening degree, and the steam turbine control valve
- a steam turbine controller that outputs the feedforward opening, and a fuel injection amount of the main engine corresponding to an output during the motor operation of the shaft generator motor is calculated as a converted fuel injection amount and supplied to the main engine
- a fuel injection amount control unit that subtracts the converted fuel injection amount from the fuel injection amount.
- the opening degree of the control valve for the power turbine is feedforward controlled based on the inboard required power, the response of the power turbine to the inboard required power is improved. Therefore, the surplus power in the ship can be reduced as much as possible. Since the fuel injection amount of the main engine corresponding to the output during motor operation of the shaft generator motor is calculated as a converted fuel injection amount and subtracted from the fuel injection amount supplied to the main engine, the shaft generator motor is driven by surplus power. Even if the main engine is energized, fluctuations in the propeller rotational speed can be suppressed.
- a ship according to the second aspect of the present invention includes the above-described exhaust heat recovery type ship propulsion device.
- the exhaust heat recovery type ship propulsion device described above is provided, it is possible to provide a ship capable of navigating at a desired constant speed by reducing surplus power in the ship to suppress power frequency fluctuations.
- a control method for an exhaust heat recovery ship propulsion device includes a main engine that drives a propeller for marine propulsion, a power turbine that is driven by exhaust gas from the main engine, and the main engine.
- a control method for an exhaust heat recovery type ship propulsion device comprising a motor operation for obtaining electric power and energizing the main engine, and a shaft generator motor driven by the main engine and capable of generating electricity. And is supplied to the power turbine based on the ship's required power and the load of the main engine.
- the opening degree of the power turbine control valve that controls the flow rate of the exhaust gas from the main engine is calculated as the feed forward opening degree, the feed forward opening degree is output to the power turbine control valve, and / or Based on the ship's required power and the load of the main engine, the opening of the steam turbine control valve that controls the flow rate of the steam supplied to the steam turbine is calculated as the feedforward opening, and the steam turbine control valve
- the fuel is supplied to the main engine by calculating the fuel injection amount of the main engine corresponding to the output during the motor operation of the shaft generator motor as a converted fuel injection amount. The converted fuel injection amount is subtracted from the injection amount.
- the opening degree of the control valve for the power turbine can be feedforward controlled based on the required power in the ship to improve the power turbine responsiveness to the required power in the ship. Can be reduced to.
- the steam turbine responsiveness to the ship's required power can be improved by feedforward control of the opening degree of the steam turbine control valve based on the ship's required power, it is possible to reduce the ship's surplus power as much as possible. it can.
- the fuel injection amount is corrected using the fuel injection amount (converted fuel injection amount) of the main engine corresponding to the output during motor operation of the shaft generator motor, the shaft generator motor boosts the main engine with surplus power. Even when doing so, fluctuations in ship speed can be suppressed.
- FIG. 7 is a control block diagram showing a case of an electronic control engine with respect to FIG. 6.
- FIG. 10 is a control block diagram showing a case where ship speed is directly controlled with respect to FIG. 9.
- FIG. 1 shows a schematic configuration of an exhaust heat recovery type ship propulsion device provided in a ship.
- the exhaust heat recovery type propulsion device 1 includes a main engine 22 that propels a ship, an exhaust turbine supercharger 21 that compresses air supplied to the main engine 22, a power turbine (gas turbine) 23, a steam turbine 26, A turbine generator 28 connected to the power turbine 23 and the steam turbine 26 is provided.
- the operations of the main engine 22, the power turbine 23, the steam turbine 26, and the turbine generator 28 are controlled by a control unit (not shown).
- the main engine 22 is, for example, a low speed two-cycle diesel engine.
- a shaft generator motor 35 is connected to the output shaft 32 of the main engine 22, and a screw propeller 30 is attached to the shaft generator motor 35 via a propeller shaft 33.
- the main engine 22 is provided with a plurality of cylinders including a cylinder liner (not shown), a cylinder cover (not shown), and the like, and in each cylinder, a piston (see FIG. (Not shown) is arranged. Further, an exhaust port (not shown) of each cylinder is connected to an exhaust manifold (not shown), and the exhaust manifold is connected to an inlet side of the turbine portion 21a of the exhaust turbine supercharger 21, The inlet side of the power turbine 23 is connected.
- an air supply port (not shown) of each cylinder is connected to an air supply manifold (not shown), and the air supply manifold is supercharged with an exhaust turbine through an air cooler 31 serving as an intercooler.
- the compressor unit 21b of the machine 21 is connected.
- the shaft generator motor 35 is capable of performing a power generation operation in which power is generated by being driven by the main engine 22 while performing a motor operation that obtains surplus power in the ship and energizes the main engine 22.
- the operation of the shaft generator motor 35 is controlled by a control unit (not shown).
- An exhaust gas economizer is provided on the downstream side of the turbine portion 21a of the exhaust turbine supercharger 21.
- this exhaust gas economizer not only exhaust gas from the exhaust turbine supercharger 21 but also exhaust gas from the power turbine 23 is introduced.
- water supplied from a water supply pipe (not shown) is heated and evaporated by the heat of the introduced exhaust gas, and superheated steam is generated.
- the superheated steam generated in the heat exchange section is introduced into the steam turbine 26 as main steam, and the steam that has finished work in the steam turbine 26 is led to the condenser 29 and returned to the water.
- the water condensed in the condenser 29 is cooled and warmed by the air cooler 31 and the wall of the main engine 22 and then supplied again to the exhaust gas economizer.
- the power turbine 23 is rotationally driven by the exhaust gas extracted from the exhaust manifold of the main engine 22, and the steam turbine 26 is rotationally driven when supplied with the steam generated by the exhaust gas economizer. It has become.
- the power turbine 23 and the steam turbine 26 are coupled in series to drive the turbine generator 28.
- the output shaft of the steam turbine 26 is connected to the turbine generator 25 via a speed reducer 27 and a coupling (not shown), and the output shaft of the power turbine 23 is connected to the steam turbine 26 via the speed reducer 24 and the clutch 25.
- the clutch 25 a clutch that is engaged and disengaged at a predetermined rotational speed is used.
- an SSS (Synchro-Self-Shifting) clutch is preferably used.
- an exhaust gas amount adjusting valve (power turbine control valve) B for controlling the amount of gas introduced into the power turbine 23, and an emergency for shutting off the supply of exhaust gas to the power turbine 23 in an emergency.
- a stop emergency shutoff valve A is provided.
- a bypass valve C for bypassing the exhaust gas flow to the exhaust gas amount adjusting valve B is provided.
- a steam amount adjusting valve (steam turbine control valve) E that controls the amount of steam introduced into the steam turbine 26, and an emergency that shuts off the supply of steam to the steam turbine 26 in an emergency.
- a stop emergency shutoff valve D is provided.
- a bypass valve F for bypassing the steam flow to the steam amount adjusting valve E is provided. As described later, the opening degree of each of the exhaust gas amount adjusting valve B and the steam amount adjusting valve E is controlled by the control unit.
- the turbine generator 28 is driven as power by collecting the exhaust energy of the exhaust gas (combustion gas) of the main engine 22.
- the electric power generated by the turbine generator 28 is connected to the inboard system via a power line (not shown).
- the electric power generated by the shaft generator motor 35 is also connected to the inboard system via a power line (not shown).
- the ship of this embodiment is equipped with three diesel generators DG1, DG2, and DG3 (not shown) for power generation as auxiliary generators, and these generated powers are also sent to the inboard system via a power line (not shown). Connected with.
- the inboard required power is calculated by a control unit (not shown) from current values and voltage values obtained from an ammeter and a voltmeter connected to the inboard system.
- the load sharing of the steam turbine 26, the power turbine 23, the shaft generator motor 35, and the three power generation diesel engines DG1, DG2, DG3 that generate electric power is based on the required power in the ship and the load of the main engine 22, as shown in FIG. It is determined as follows.
- the horizontal axis indicates the load ratio (%) of the main engine 22, and the vertical axis indicates the inboard required power (kW).
- the numerical values on the vertical axis and the horizontal axis are appropriately determined depending on the type, size, etc. of the ship.
- the example shown in the figure shows the case of a container ship. The required power in the ship when no power is supplied to the refrigerated container (without Ref Container) and the ship in the case where power is supplied to all refrigerated containers (with Max Ref Container) The required power is shown.
- each of the power generation diesel engines DG1, DG2, and DG3 is started up in the order of the first power generation diesel engine DG1, the second power generation diesel engine DG2, and the third power generation diesel engine DG3 in accordance with an increase in the ship's required power.
- the heat quantity of exhaust gas capable of obtaining the amount of steam that can be activated by the steam turbine (ST) can be obtained, so the steam turbine (ST) is first activated.
- the shaft generator motor (SGM) is started and the power turbine (PT) is started.
- the steam turbine (ST), the shaft generator motor (SGM), and the power turbine (PT) are sequentially started.
- the load sharing is reduced in the order of 2 diesel engine DG2 and first diesel engine DG1.
- the opening degree of the exhaust gas amount adjustment valve B of the power turbine 23 is determined in advance for each main engine load ratio with respect to the power turbine output target value.
- an opening degree map of the exhaust gas amount adjusting valve B with respect to main engine load ratios of 50%, 60% and 100% is shown.
- Such a map is obtained in advance by numerical calculation or actual measurement, and is stored in the memory of the control unit. Moreover, it may replace with the calculation by a map and may calculate sequentially by the numerical formula model using a conversion factor.
- FIG. 4 shows a control block diagram for controlling the power turbine 23.
- the opening command of the power turbine 23 is issued as follows according to the flowchart of FIG.
- step S2 numerical calculation is performed on an opening map (see FIG. 3) of the exhaust gas amount adjusting valve (control valve B) that can obtain a desired power turbine output for each main engine load ratio. Alternatively, it is obtained in advance by actual measurement.
- step S3 the power generation output command calculator 2 calculates a power turbine output target value.
- the power turbine output target value is obtained from the map shown in FIG. 2 in accordance with the main engine load ratio and the inboard required power.
- the inboard required power is calculated from the current value and voltage value obtained from the inboard system as described above.
- step S4 the power turbine actual output value is measured, and in step S5, the difference between the power turbine output target value and the power turbine actual output value is calculated by the subtractor 3.
- step S6 it performs the PID control calculation based on the control deviation obtained by the subtractor 3 by the PID controller 4, a feedback control amount (operation amount) to derive the O 1.
- step S7 based on the rotational speed deviation of the power turbine target speed and the power turbine actual rotational speed, it calculates a feedback control amount (operation amount) O 2 in the opening in terms of unit 1.
- step S8 the opening of the exhaust gas amount adjusting valve B is obtained from the map shown in FIG. 3 using the power turbine output target value and the main engine load ratio obtained by the opening calculator 5, and feedforward control is performed.
- the amount (operation amount) O 3 is obtained.
- step S 9 the sum of the feedback control amount O 2 and the feedforward control amount O 3 is performed by the adder 6, and the sum of the output result and the feedback control amount O 1 is performed by the adder 7.
- the opening command value of the exhaust gas amount adjusting valve B is determined.
- the power turbine 23 is controlled in response to fluctuations in the inboard required power by repeatedly performing the operations in steps S3 to S9 in a predetermined control cycle.
- the opening degree of the exhaust gas amount control valve B is feedforward controlled based on the inboard required power, the responsiveness of the power turbine 23 to the inboard required power can be improved, and as a result, surplus power in the ship can be allowed. It can be reduced as much as possible.
- the opening degree of the steam amount adjusting valve E of the steam turbine 26 is performed using feedforward control in the same manner as the exhaust gas amount adjusting valve B of the power turbine 23 described above. That is, the opening degree of the steam amount adjusting valve E with respect to the steam turbine output target value is obtained in advance in the same manner as in FIG. 3 and stored in the memory of the control unit for each main engine load ratio. Then, as shown in the control block diagram of FIG. 4, the steam turbine output target value is obtained by the power generation output command calculation 2 according to the map of FIG. 2 from the main engine load ratio and the inboard required power.
- the difference between the steam turbine output target value and the actual steam turbine output value is calculated by the subtractor 3, and the feedback control amount (operation amount) O 1 is calculated by the PID controller 4. Further, the opening calculator 5 calculates the feedforward control amount (operation amount) O 3 of the opening of the steam amount adjusting valve E from the map of FIG. 3 regarding the steam turbine based on the main engine load ratio and the steam turbine output target value. Get. A feedforward control amount O 3, adding the feedback control amount O 2 obtained in the opening in terms of 1 in adder 6 based on the rotational speed deviation between the steam turbine target speed and the steam turbine actual rotational speed At the same time, the adder 7 calculates the sum of the output result and the Fordback control amount O 1 . In this way, the opening degree of the steam amount adjusting valve E is determined. By repeating the above opening degree calculation at a predetermined control cycle, the steam turbine 26 is controlled in response to fluctuations in inboard required power.
- the opening degree of the steam control valve E is feedforward controlled based on the required power in the ship, the responsiveness of the steam turbine 26 to the required power in the ship can be improved, and as a result, surplus power in the ship can be allowed. It can be reduced as much as possible.
- the opening degree control of the exhaust gas amount adjusting valve B of the power turbine 23 and the opening degree control of the steam amount adjusting valve E of the steam turbine 26 are performed independently.
- the steam turbine control may be operated as a master and the power turbine as a slave to generate a power turbine command.
- the steam turbine load is taken into account when calculating the power turbine target output by the power generation output command calculator 2 of FIG.
- the opening degree of the exhaust gas amount adjusting valve B is controlled while monitoring the load on the steam turbine side on the power turbine side, and the opening degree instruction of the control valve is issued so that the fluctuation of surplus power is not directed toward the power turbine. be able to.
- FIG. 6 shows a control block diagram showing the fuel injection amount control logic of the ship.
- a propeller rotational speed command is given by the propeller rotational speed requested by the ship operator
- the requested propeller rotational speed as the target is converted into a fuel injection amount by the controller 41, and the fuel injection command is output. give.
- the shaft generator motor 35 according to the map A (see FIG. 7A described later).
- the main engine output corresponding to the output is calculated by the engine output calculator 45 shown in FIG.
- the fuel injection amount calculator 46 calculates the fuel injection amount (converted fuel injection amount) corresponding to the main engine speed and the main engine output as a feedforward control amount using the map B (see FIG. 7B described later). To do.
- the feed-forward control amount of the fuel injection amount obtained by this surplus power is transmitted to the subtractor 47 and subtracted from the fuel injection command of the controller 41.
- the corrected fuel injection command from the subtractor 47 is given to the main engine 22. In this manner, the fuel injection amount to be finally supplied to the main engine 22 is controlled by applying the feedforward control.
- the rotational speed after adding the assist torque from the shaft generator motor 35 and subtracting the navigation load is calculated by the rotational speed calculator 43 based on the sensor output of the engine shaft. I do.
- the actual output value of the propeller as the output result is fed back, and the difference from the propeller rotation speed command value is calculated by the subtractor 44.
- the above-described feedforward control amount of the fuel injection amount is calculated by the engine output calculator 45 and the fuel injection amount calculator 46 using the maps A and B shown in FIGS. 7A and 7B that are created in advance.
- the A map A in FIG. 7A is a map that can calculate the engine output corresponding to the motor output of the shaft generator motor 35, and is represented by a two-dimensional map.
- a map B in FIG. 7B is a map in which a fuel injection amount (converted fuel injection amount) corresponding to the main engine speed and the main engine output can be calculated, and is shown as a three-dimensional map.
- the feedforward control amount of the fuel injection amount can be calculated from the maps A and B shown in FIGS. 7A and 7B. Note that, instead of the calculation by the map, the calculation may be sequentially performed by a mathematical model using a conversion coefficient.
- the determination regarding the power surplus state for starting the feedforward control illustrated in FIG. 6 is performed by the power surplus state determination unit illustrated in FIG.
- the inboard required power is calculated from the voltage and current value of the inboard system in the inboard required power calculation 51.
- This inboard required power calculation is the same as the inboard required power calculation used in controlling the power turbine 23 and the steam turbine 26 described with reference to FIG.
- the total of the turbine generator 28, the shaft generator motor 35, and the power generating diesel engine is the power supply. Therefore, surplus power can be obtained by subtracting the inboard required power from the total of these outputs.
- the obtained surplus power is compared with a predetermined threshold, and when the surplus power exceeds the threshold, it is determined as a power surplus state, and the control shown in FIG. 6 described above is started.
- the fuel injection of the main engine corresponding to the output at the time of motor operation of the shaft generator motor 35 so that the target propeller rotational speed is obtained when the surplus power is detected and determined to be the surplus power state.
- a mechanical control engine that mechanically controls fuel injection is used as the main engine 22.
- the main engine 22 is also suitably used for an electronic control engine as shown in FIG.
- conversion information on the fuel injection amount can be entered into the controller 41.
- the fuel injection information of the surplus power calculation result can be directly input in advance to the controller 41 which is the governor of the engine, and it is only necessary to send one control signal to the actuator.
- the system can be configured more easily.
- direct control may be performed so that the boat speed required by the ship operator is obtained.
- the target required propeller rotation speed and the ship speed are converted into a fuel injection amount by the controller 41.
- a command for the fuel injection amount is given to the engine 22. Since the main engine 22 is an electronically controlled engine, it is possible to insert into the controller 41 the conversion information of the fuel injection amount and the ship speed detected by GPS or the like.
- the speed / ship speed calculator 48 can obtain the target value of the ship speed as well as the speed, so that the ship speed can be directly controlled so that the ship speed required by the ship operator is obtained. Is possible.
- the opening degrees of the control valve B for the power turbine and the control valve E for the steam turbine E are feedforward controlled based on the required power in the ship, surplus power in the ship is made as much as possible. Can be reduced. Further, even when a surplus inboard power more than expected is generated due to a sudden decrease in inboard required power, the fuel injection amount (converted fuel injection) of the main engine 22 corresponding to the output of the shaft generator motor 35 during motor operation. The amount of fuel injection is corrected using the amount, so that fluctuations in ship speed can be suppressed.
- the feedforward control based on the inboard required power is performed for each of the power turbine 23 and the steam turbine 26.
- the present invention is not limited to this, and any of the power turbine 23 and the steam turbine 26 is performed.
- the feedforward control of the present invention may be used.
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Abstract
Description
本発明の第一の態様に係る排熱回収型船舶推進装置は、船舶の推進用プロペラを駆動するメインエンジンと、該メインエンジンの排ガスによって駆動されるパワータービンと、前記メインエンジンの排ガスによって生成された蒸気によって駆動される蒸気タービンと、前記パワータービン及び前記蒸気タービンによって駆動されるタービン発電機と、前記メインエンジンと前記推進用プロペラとの間に設けられ、船内の余剰電力を得て該メインエンジンを加勢するモータ運転、及び、該メインエンジンによって駆動されて発電する発電運転が可能とされた軸発電機モータとを備えた排熱回収型船舶推進装置であって、船内要求電力および前記メインエンジンの負荷に基づいて、前記パワータービンに供給される前記メインエンジンからの排ガスの流量を制御するパワータービン用制御弁の開度をフィードフォワード開度として演算し、該パワータービン用制御弁に対して該フィードフォワード開度を出力するパワータービン制御部、及び/又は、船内要求電力および前記メインエンジンの負荷に基づいて、前記蒸気タービンに供給される蒸気の流量を制御する蒸気タービン用制御弁の開度をフィードフォワード開度として演算し、該蒸気タービン用制御弁に対して該フィードフォワード開度を出力する蒸気タービン制御部と、前記軸発電機モータの前記モータ運転時の出力に相当する前記メインエンジンの燃料噴射量を換算燃料噴射量として演算し、前記メインエンジンに供給される燃料噴射量から該換算燃料噴射量を減算する燃料噴射量制御部とを備えている。
軸発電機モータのモータ運転時の出力に相当するメインエンジンの燃料噴射量を換算燃料噴射量として演算し、メインエンジンに供給される燃料噴射量から減算するので、余剰電力によって軸発電機モータがメインエンジンを加勢しても、プロペラ回転数の変動を抑えることができる。
また、船内要求電力に基づいて蒸気タービン用制御弁の開度をフィードフォワード制御して船内要求電力に対する蒸気タービンの応答性を向上させることができるので、船内余剰電力を可及的に減じることができる。
また、軸発電機モータのモータ運転時の出力に相当するメインエンジンの燃料噴射量(換算燃料噴射量)を用いて燃料噴射量を補正するので、余剰電力によって軸発電機モータがメインエンジンを加勢する場合でも船速変動を抑えることができる。
図1には、船舶に設けられた排熱回収型船舶推進装置の概略構成が示されている。
排熱回収型推進装置1は、船舶を推進させるメインエンジン22と、メインエンジン22に供給する空気を圧縮する排気タービン過給機21と、パワータービン(ガスタービン)23と、蒸気タービン26と、これらパワータービン23及び蒸気タービン26に対して接続されたタービン発電機28とを備えている。これらメインエンジン22,パワータービン23,蒸気タービン26及びタービン発電機28は、図示しない制御部によってその動作が制御される。
また、メインエンジン22には、シリンダライナ(図示せず)、シリンダカバー(図示せず)等からなる複数のシリンダが設けられており、各シリンダ内には、クランク軸と連結されたピストン(図示せず)が配置されている。さらに、各シリンダの排気ポート(図示せず)は、排気マニホールド(図示せず)と接続されており、排気マニホールドは、排気タービン過給機21のタービン部21aの入口側と接続されるとともに、パワータービン23の入口側と接続されている。一方、各シリンダの給気ポート(図示せず)は、給気マニホールド(図示せず)と接続されており、給気マニホールドは、インタークーラとされた空気冷却器31を介して排気タービン過給機21のコンプレッサ部21bと接続されている。
軸発電機モータ35は、船内の余剰電力を得てメインエンジン22を加勢するモータ運転を行う一方で、メインエンジン22によって駆動されて発電する発電運転を行うことが可能となっている。軸発電機モータ35の動作は、図示しない制御部によって制御される。
パワータービン23と蒸気タービン26とは直列に結合されてタービン発電機28を駆動するようになっている。蒸気タービン26の出力軸は減速機27およびカップリング(図示せず)を介してタービン発電機25に接続され、また、パワータービン23の出力軸は減速機24およびクラッチ25を介して蒸気タービン26の入力軸と連結されている。クラッチ25としては、所定の回転数にて嵌脱されるクラッチが用いられ、例えばSSS(Synchro-Self-Shifting)クラッチが好適に用いられる。
上述の排ガス量調整弁Bおよび蒸気量調整弁Eは、後述するようにそれぞれの開度が制御部によって制御される。
タービン発電機28にて発電された電力は、図示しない電力線を介して船内系統へと接続されている。また、軸発電機モータ35によって発電された電力も、図示しない電力線を介して船内系統へと接続されている。さらに、本実施形態の船舶は、発電用ディーゼルエンジンDG1,DG2,DG3(図示せず)を補機発電機として3台備えており、これらの発電電力も、図示しない電力線を介して船内系統へと接続されている。
船内要求電力は、船内系統に接続された電流計および電圧計から得た電流値および電圧値から図示しない制御部にて演算するようになっている。
図2において、横軸はメインエンジン22の負荷割合(%)を示し、縦軸は船内要求電力(kW)を示す。なお、縦軸および横軸の数値は、船舶の種類、大きさ等によって適宜決定される。同図に示した例は、コンテナ船の場合を示しており、冷凍コンテナへ給電しない場合(without Ref Container)の船内要求電力と、全ての冷凍コンテナへ給電する場合(with Max Ref Container)の船内要求電力が示されている。
メインエンジン負荷割合が上昇するにつれて蒸気タービン(ST)、軸発電機モータ(SGM)、パワータービン(PT)が順次起動するにしたがい、発電用ディーゼルエンジンについては、第3発電用ディーゼルエンジンDG3,第2ディーゼルエンジンDG2,第1ディーゼルエンジンDG1の順に負荷分担を下げていく。
次に、パワータービン23の制御について説明する。
パワータービン23の排ガス量調整弁Bの開度は、図3に示すように、パワータービン出力目標値に対して、メインエンジン負荷割合ごとに予め決定されている。同図では、メインエンジン負荷割合50%、60%及び100%に対する排ガス量調整弁Bの開度マップが示されている。このようなマップは、数値計算若しくは実測によって予め得られており、制御部のメモリに格納されている。また、マップによる演算に代えて、換算係数を用いた数式モデルにより逐次計算しても良い。
図5のステップS1で開始されると、ステップS2で、メインエンジン負荷割合毎に所望のパワータービン出力が得られる排ガス量調整弁(制御弁B)の開度マップ(図3参照)を数値計算若しくは実測にて予め得ておく。
ステップS8では、図3に示したマップから、開度計算器5で得られたパワータービン出力目標値およびメインエンジン負荷割合を用いて、排ガス量調整弁Bの開度を得て、フィードフォワード制御量(操作量)O3を求める。
以上のステップS3~S9の演算を所定の制御周期によって繰り返し行うことにより、船内要求電力の変動に対応したパワータービン23の制御を行う。
次に、蒸気タービンの制御について説明する。
蒸気タービン26の蒸気量調整弁Eの開度は、上述したパワータービン23の排ガス量調整弁Bと同様にフィードフォワード制御を用いて行われる。
すなわち、メインエンジン負荷割合毎に蒸気タービン出力目標値に対する蒸気量調整弁Eの開度を図3と同じ要領で予め得ておき、制御部のメモリに格納しておく。
そして、図4に示した制御ブロック図のように、メインエンジン負荷割合と船内要求電力から図2のマップに従い、発電出力指令計算2にて蒸気タービン出力目標値を得る。この蒸気タービン出力目標値と、蒸気タービン実出力値との差を減算器3によって演算し、PID制御器4によってフィードバック制御量(操作量)O1を演算する。
また、開度計算器5によって、メインエンジン負荷割合および蒸気タービン出力目標値に基づいて、蒸気タービンに関する図3のマップから蒸気量調整弁Eの開度のフィードフォワード制御量(操作量)O3を得る。このフィードフォワード制御量O3と、蒸気タービン目標回転数と蒸気タービン実回転数との回転数偏差に基づいて開度換算1にて得られたフィードバック制御量O2とを加算器6で加算するとともに、この出力結果とフォードバック制御量O1との和を加算器7で演算する。このようにして、蒸気量調整弁Eの開度が決定される。以上の開度計算を所定の制御周期によって繰り返し行うことにより、船内要求電力の変動に対応した蒸気タービン26の制御を行う。
ただし、一般的に蒸気系の応答は遅いため、蒸気タービン制御をマスタ、パワータービンをスレーブとして動作させ、パワータービンの指令を作成するようにしてもよい。具体的には、図4の発電出力指令計算器2にてパワータービン目標出力を演算する際に、蒸気タービン負荷を加味する。これにより、パワータービン側で蒸気タービン側の負荷を監視しながら排ガス量調整弁Bの開度をコントロールし、余剰電力の変動がパワータービンのほうにつられないように制御弁の開度指令を行うことができる。
次に、軸発電機モータ35の制御について説明する。
図1に示した排熱回収型船舶推進装置1は、パワータービン23や蒸気タービン26の船内要求電力に対する応答性を向上させたため、余剰電力を可及的に抑えることができるようになっている。しかし、想定以上に船内要求電力が急激に減少してしまい、比較的大きな余剰電力が発生したときは、余剰電力によって駆動される軸発電機モータ35からのアシストトルクが外乱となり、一定速度で航行しようとする船舶が急加速してしまう。そこで、本実施形態では、以下に示す制御を行う。
このように、軸発電機モータ35のモータ出力を直接検知することから、図7A,図7Bに示したマップA及びマップBにより、燃料噴射量のフィードフォワード制御量を演算することができる。なお、マップによる演算に代えて、換算係数を用いた数式モデルにより逐次計算しても良い。
電力余剰状態判定手段は、まず船内要求電力演算51で船内系統の電圧と電流値とから船内要求電力が演算される。この船内要求電力演算は、図4を用いて説明したパワータービン23及び蒸気タービン26の制御の際に用いる船内要求電力演算と同様である。
一方、排熱回収システムを搭載した船舶では、タービン発電機28、軸発電機モータ35および発電用ディーゼルエンジンの合計が電力供給である。よって、これらの出力の合計から、船内要求電力を減算することにより余剰電力を求めることができる。そして、電力余剰状態判定30で、求めた余剰電力と予め定めた閾値とを比較し、余剰電力が閾値を越えたときに電力余剰状態と判定し、上述した図6に示す制御を開始する。
以上の通り、余剰電力を検知して電力余剰状態であると判定された場合に目標のプロペラ回転数となるように、軸発電機モータ35のモータ運転時の出力に相当するメインエンジンの燃料噴射量をフィードフォワード制御量として用いてエンジンの燃料噴射量を制御することにより、船内要求電力が急減した場合でも船速の変動を抑制することができる。
図10に示すように、船舶の操縦者が要するプロペラ回転速度及び船速により指令が与えられると、その目標とする要求されたプロペラ回転数及び船速は制御器41で燃料噴射量に換算され、エンジン22へ燃料噴射量の指令を与える。メインエンジン22は、電子制御エンジンであるため、制御器41に燃料噴射量の換算情報やGPSなどで検知された船速を入れ込むことができる。これにより、回転数、船速計算器48にて回転数だけでなく船速の目標値を得ることができるので、船舶の操縦者が要求する船速となるように船速を直接制御することが可能となる。
さらに、急激な船内要求電力の減少によって想定以上の船内余剰電力が生じた場合であっても、軸発電機モータ35のモータ運転時の出力に相当するメインエンジン22の燃料噴射量(換算燃料噴射量)を用いて燃料噴射量を補正するので、船速変動を抑制することができる。
21 排気タービン過給機
22 メインエンジン
23 パワータービン
25 蒸気タービン
28 タービン発電機
35 軸発電機モータ
B 排ガス量調整弁(パワータービン用制御弁)
E 蒸気量調整弁(蒸気タービン用制御弁)
Claims (3)
- 船舶の推進用プロペラを駆動するメインエンジンと、
該メインエンジンの排ガスによって駆動されるパワータービンと、
前記メインエンジンの排ガスによって生成された蒸気によって駆動される蒸気タービンと、
前記パワータービン及び前記蒸気タービンによって駆動されるタービン発電機と、
前記メインエンジンと前記推進用プロペラとの間に設けられ、船内の余剰電力を得て該メインエンジンを加勢するモータ運転、及び、該メインエンジンによって駆動されて発電する発電運転が可能とされた軸発電機モータと、
を備えた排熱回収型船舶推進装置であって、
船内要求電力および前記メインエンジンの負荷に基づいて、前記パワータービンに供給される前記メインエンジンからの排ガスの流量を制御するパワータービン用制御弁の開度をフィードフォワード開度として演算し、該パワータービン用制御弁に対して該フィードフォワード開度を出力するパワータービン制御部、及び/又は、船内要求電力および前記メインエンジンの負荷に基づいて、前記蒸気タービンに供給される蒸気の流量を制御する蒸気タービン用制御弁の開度をフィードフォワード開度として演算し、該蒸気タービン用制御弁に対して該フィードフォワード開度を出力する蒸気タービン制御部と、
前記軸発電機モータの前記モータ運転時の出力に相当する前記メインエンジンの燃料噴射量を換算燃料噴射量として演算し、前記メインエンジンに供給される燃料噴射量から該換算燃料噴射量を減算する燃料噴射量制御部と、
を備える排熱回収型船舶推進装置。 - 請求項1に記載の排熱回収型船舶推進装置を備える船舶。
- 船舶の推進用プロペラを駆動するメインエンジンと、
該メインエンジンの排ガスによって駆動されるパワータービンと、
前記メインエンジンの排ガスによって生成された蒸気によって駆動される蒸気タービンと、
前記パワータービン及び前記蒸気タービンによって駆動されるタービン発電機と、
前記メインエンジンと前記推進用プロペラとの間に設けられ、船内の余剰電力を得て該メインエンジンを加勢するモータ運転、及び、該メインエンジンによって駆動されて発電する発電運転が可能とされた軸発電機モータと、
を備えた排熱回収型船舶推進装置の制御方法であって、
船内要求電力および前記メインエンジンの負荷に基づいて、前記パワータービンに供給される前記メインエンジンからの排ガスの流量を制御するパワータービン用制御弁の開度をフィードフォワード開度として演算し、該パワータービン用制御弁に対して該フィードフォワード開度を出力し、かつ/又は、船内要求電力および前記メインエンジンの負荷に基づいて、前記蒸気タービンに供給される蒸気の流量を制御する蒸気タービン用制御弁の開度をフィードフォワード開度として演算し、該蒸気タービン用制御弁に対して該フィードフォワード開度を出力し、
前記軸発電機モータの前記モータ運転時の出力に相当する前記メインエンジンの燃料噴射量を換算燃料噴射量として演算し、前記メインエンジンに供給される燃料噴射量から該換算燃料噴射量を減算する排熱回収型船舶推進装置の制御方法。
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JPS62205896A (ja) * | 1986-02-27 | 1987-09-10 | ベ−・ベ−・ツエ−・アクチエンゲゼルシヤフト・ブラウン・ボヴエリ・ウント・コンパニイ | 舶用過給式デイ−ゼル機関 |
JPH0261307A (ja) * | 1989-03-24 | 1990-03-01 | Mitsubishi Heavy Ind Ltd | 舶用発電プラント |
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JP2009535258A (ja) * | 2006-05-02 | 2009-10-01 | シーメンス アクチエンゲゼルシヤフト | 廃熱回収式船舶推進システムの運転のための方法ならびに廃熱回収式船舶推進システム |
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DE3526856A1 (de) * | 1985-07-26 | 1987-02-05 | Renk Ag Zahnraeder | Schiffsantrieb |
JP2824426B2 (ja) * | 1997-04-25 | 1998-11-11 | アイシン・エィ・ダブリュ株式会社 | ナビゲーション装置及び地図表示装置 |
DE102004029286B4 (de) * | 2004-06-17 | 2009-01-22 | Man Diesel Se | Motorenanlage |
DE102006040857B4 (de) * | 2006-08-31 | 2008-11-20 | Siemens Ag | Verfahren zum Betrieb eines Schiffes sowie Schiff mit einem Antriebssystem mit Abwärmerückgewinnung |
DE102006061374B4 (de) * | 2006-12-22 | 2016-12-08 | Siemens Aktiengesellschaft | System zur Ausnutzung von Überschussenergie in den Abgasen eines Zweitakt-Großdieselmotors |
-
2009
- 2009-11-30 JP JP2009272767A patent/JP5086323B2/ja not_active Expired - Fee Related
-
2010
- 2010-09-01 CN CN201080048447.6A patent/CN102596712B/zh active Active
- 2010-09-01 KR KR1020127010713A patent/KR101346508B1/ko active IP Right Grant
- 2010-09-01 DK DK10832928.5T patent/DK2508418T3/en active
- 2010-09-01 EP EP10832928.5A patent/EP2508418B1/en active Active
- 2010-09-01 WO PCT/JP2010/064876 patent/WO2011065081A1/ja active Application Filing
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JPS57151495A (en) * | 1981-03-16 | 1982-09-18 | Kawasaki Heavy Ind Ltd | Propelling plant for ship |
JPS62205896A (ja) * | 1986-02-27 | 1987-09-10 | ベ−・ベ−・ツエ−・アクチエンゲゼルシヤフト・ブラウン・ボヴエリ・ウント・コンパニイ | 舶用過給式デイ−ゼル機関 |
JPH0261307A (ja) * | 1989-03-24 | 1990-03-01 | Mitsubishi Heavy Ind Ltd | 舶用発電プラント |
JP2007001339A (ja) * | 2005-06-21 | 2007-01-11 | Mitsubishi Heavy Ind Ltd | 船舶の推進装置における内燃機関廃熱回収プラント |
JP2009535258A (ja) * | 2006-05-02 | 2009-10-01 | シーメンス アクチエンゲゼルシヤフト | 廃熱回収式船舶推進システムの運転のための方法ならびに廃熱回収式船舶推進システム |
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013054388A1 (ja) * | 2011-10-11 | 2013-04-18 | 三菱重工業株式会社 | 舶用推進システム及びそれを備えた船舶 |
EP2835521B1 (en) * | 2012-04-04 | 2020-04-29 | Mitsubishi Heavy Industries, Ltd. | Vessel power-generation control device, vessel, and vessel power-generation control method |
Also Published As
Publication number | Publication date |
---|---|
JP2011116152A (ja) | 2011-06-16 |
JP5086323B2 (ja) | 2012-11-28 |
KR20120058623A (ko) | 2012-06-07 |
DK2508418T3 (en) | 2014-11-17 |
CN102596712B (zh) | 2014-12-03 |
EP2508418A1 (en) | 2012-10-10 |
KR101346508B1 (ko) | 2013-12-31 |
EP2508418A4 (en) | 2013-05-15 |
CN102596712A (zh) | 2012-07-18 |
EP2508418B1 (en) | 2014-10-22 |
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