DK177460B1 - Propulsion system for ships with a large turbocharged two-stroke piston engine with waste heat recovery and operation of the operating system - Google Patents

Propulsion system for ships with a large turbocharged two-stroke piston engine with waste heat recovery and operation of the operating system Download PDF

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Publication number
DK177460B1
DK177460B1 DKPA201200287A DKPA201200287A DK177460B1 DK 177460 B1 DK177460 B1 DK 177460B1 DK PA201200287 A DKPA201200287 A DK PA201200287A DK PA201200287 A DKPA201200287 A DK PA201200287A DK 177460 B1 DK177460 B1 DK 177460B1
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DK
Denmark
Prior art keywords
motor
generator
shaft
ship
controller
Prior art date
Application number
DKPA201200287A
Other languages
Danish (da)
Inventor
Morten Vejlgaard-Lauersen
Erik Rosenlund
Original Assignee
Man Diesel & Turbo Deutschland
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Man Diesel & Turbo Deutschland filed Critical Man Diesel & Turbo Deutschland
Priority to DKPA201200287A priority Critical patent/DK177460B1/en
Priority to KR1020130035855A priority patent/KR20130121013A/en
Priority to JP2013084565A priority patent/JP2013227012A/en
Priority to CN201310141946.5A priority patent/CN103482049A/en
Application granted granted Critical
Publication of DK177460B1 publication Critical patent/DK177460B1/en

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Classifications

    • 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
    • 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
    • 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
    • B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
    • B63H2021/205—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type the second power unit being of the internal combustion engine type, or the like, e.g. a Diesel engine
    • 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
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • 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
    • 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

Abstract

A marine propulsion system (1) with waste heat recovery, and main large two stoke turbocharged internal combustion engine (2) driving a propeller shaft (3) that is coupled to a ship propeller (4) . The waste heat recovery system (11) includes a turbine (18) and a generator (20) for generating electrical energy from waste heat of the main engine (2) for an electrical network (5) of the ship. A shaft generator/motor (10) is coupled to the propeller shaft (3) and connected electrically to the electrical network (5) of the ship. The shaft generator/motor (10) is configured to convert electrical energy from the electrical network (5) into mechanical energy for driving the propeller shaft (3) in a drive motor operation mode of the shaft generator/motor (10) and the shaft generator/motor (10) is configured to convert mechanical energy from the propeller shaft (3) into electric energy for the electrical network (5) in a generator operation mode of the shaft generator/motor (10). A controller (16) is operably connected to the shaft generator/motor (10) and the controller (12) is configured to control the frequency of the electrical network by adjusting the operation of the shaft generator/motor (10)

Description

i DK 177460 B1 A MARINE PROPULSION SYSTEM WITH A LARGE TURBOCHARGED TWO-STROKE RECIPROCATING PISTON ENGINE WITH WASTE HEAT RECOVERY AND A METHOD FOR OPERATING THE MARINE PROPULSION SYSTEM 5
FIELD OF THE INVENTION
The present disclosure relates to a method of operating a marine propulsion system with waste heat recovery as well 10 as to a marine propulsion system with waste heat recovery.
BACKGROUND ART
15 WO 2007/124968 discloses a marine propulsion system for large cargo ships, e.g. container ships, Typically, such a propulsion system comprises a main engine in the form of a slow-speed two-stroke diesel engine for generating mechanical energy to drive a propeller shaft which is 20 coupled to the ship's propeller. The continuous rating of such engines will begin at approximately 5 MW and ends above 110 MW.
Electrical loads on board a ship are usually supplied by 25 the ship's electrical network, which in turn receives electricity from generators that are running on combustion engines that run faster than the main engine: generator sets. These are normally four-stroke diesel engine driven generator sets. Rising fuel prices, the 30 demand for lower emissions and to lower operating costs have in recent years have increased interest in the use of waste heat from the main engine for enhanced energy utilization. Excess heat is found especially in the exhaust gas and cooling system of the main engine. In the 2 DK 177460 B1 aforementioned publication the propulsion system includes a waste heat recovery system that generates electricity from waste heat of the main engine and feeds the electricity into the ship's electrical network. A shaft 5 generator/motor is mechanically coupled to the propeller shaft and electrically coupled to the electrical network.
The shaft generator/motor is a unit that can operate as a drive motor when it is supplied with electrical current from the electrical network of the ship and can operate 10 as a generator for generating electrical power when it is supplied with rotational mechanical energy from the propeller shaft. The shaft generator/motor can switch between operating as a drive motor on electric power from the ship's electrical and delivering mechanical energy to 15 drive the shaft system and operating as a generator by converting mechanical energy of the shaft system into additional electricity for the ship's network.
Traditionally, the electrical energy for the ship network 20 has been delivered by a plurality of auxiliary engines (gensets) that each drive an electrical generator. In a ship propulsion system with waste energy recovery system, a major part or all of the needed electrical energy can be delivered by the waste energy recovery system. When 25 the waste heat energy recovery system delivers enough power into the ship's electrical network a power management system or controller reduces the power delivered by the auxiliary engines and the auxiliary engines are when possible completely switched off.
30
In addition, through the shaft generator/motor in generator operation mode, even more electrical energy can be fed into the ship's electrical network and thus the 3 DK 177460 B1 power consumption of the auxiliary engines can be reduced still further.
These measures allow for a significant reduction of the 5 fuel and operating costs and emissions from the auxiliary engines .
If the waste heat energy recovery system generates more energy than is required for the ship's electrical 10 consumers, then this excess energy is supplied to the shaft generator/motor operating in the drive motor operation mode and thus an additional driving force will be delivered to the propeller shaft. In this case, only the waste heat recovery system feeds electric power 15 network into the ship's electrical network, while the auxiliary engines are shut down.
The known propulsion and power system is constructed and designed in relation to the needs of the ship such that 20 in most operating conditions the waste heat recovery system generates the required electrical power without assistance of other electricity producing units.
In the known propulsion and power system, the frequency 25 of the electrical network is controlled by adjusting, i.e. throttling the electrical power generated by the waste heat recovery system. In order to be able to perform this frequency control there must be sufficient unused capacity to cover changes in the power used by the 30 consumers.
The waste heat recovery system needs to be able to operate in a range of power settings in order to be able to perform the frequency control, i.e. the waste heat 4 DK 177460 B1 recovery system is not operating at its maximum capacity.
Not operating at its maximum capacity means an efficiency decrease, because a portion of the "free" energy from the waste heat system is not exploited.
5
DISCLOSURE OF THE INVENTION
On this background, it is an object of the present disclosure to provide a marine propulsion system of the 10 aforementioned type with improved fuel efficiency.
This object is achieved by providing a marine propulsion system with waste heat recovery with a main large two stoke turbocharged internal combustion engine driving a 15 propeller shaft that is coupled to a ship propeller, a waste heat recovery system including a turbine and a generator for generating electrical energy from waste heat of the main engine for an electrical network of the ship, a shaft generator/motor coupled to the propeller 20 shaft and connected electrically to the electrical network of the ship, the shaft generator/motor being configured to convert electrical energy from the electrical network into mechanical energy for driving the propeller shaft in a drive motor operation mode of the 25 shaft generator/motor, the shaft generator/motor being configured to convert mechanical energy from the propeller shaft into electric energy for the electrical network in a generator operation mode of the shaft generator/motor, a controller operably connected to the 30 shaft generator/motor and the controller being configured to control the frequency of the electrical network by adjusting the operation of the shaft generator/motor.
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DK 177460 B1
By using the power range of the shaft generator/motor for controlling the frequency of the network it becomes possible to exploit all available power from the waste heat recovery system and thereby improve the energy 5 efficiency of the ship propulsion system.
In an embodiment the controller is configured to control the frequency of the electrical network by adjusting the operation of the shaft generator/motor in the drive motor 10 operation mode and in the generator operation mode. This measure extends the power range available for the frequency control.
In an embodiment the controller is configured to control 15 the frequency of the electrical network by adjusting the power to the shaft generator/motor in the drive motor mode and by adjusting the load on the shaft generator/motor in the generator mode.
20 In an embodiment the controller is configured to control the frequency of the electrical network by adjusting the operation of the shaft generator/motor over a continuous range of operation settings including drive motor operation mode and generator operation mode.
25
In an embodiment the controller is configured to control the frequency of the network with shaft generator/motor by controlling the excitation current of the motor/generator.
30
In an embodiment the controller propeller shaft is connected to a controllable pitch propeller, and wherein said controller is configured to operate the propulsion system with constant propeller shaft rotary speed and
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DK 177460 B1 thereby maintain the motor/generator rotary speed constant for providing a constant network frequency.
In an embodiment the controller ship propulsion system 5 further comprises a variable ratio transmission coupled between the shaft motor/generator and the propeller shaft, and wherein said controller is coupled to said variable ratio transmission and wherein said controller is configured to maintain the rotational speed of the 10 shaft generator/motor constant despite variations in rotary speed of the proper shaft by controlling the ratio of said variable ratio transmission.
In an embodiment the controller is configured to operate 15 with frequency droop control for controlling the frequency of the electrical network.
In an embodiment the controller is configured to operate with isochronous frequency control for controlling the 20 frequency of the electrical network.
In an embodiment the controller is operably connected to the waste heat recovery system and the controller is configured to control the operation of the waste heat 25 recovery system as a base load.
It is an object of the present invention to provide a method of operating a marine propulsion system of the aforementioned type in order to obtain an improved fuel 30 efficiency.
The above object is also achieved by providing a method of operating a marine propulsion system with a main large two stoke turbocharged internal combustion engine 7 DK 177460 B1 driving a propeller shaft that is coupled to a ship propeller, a waste heat recovery system including a turbine and a generator for generating electrical energy from waste heat of the main engine for an electrical 5 network of the ship, a shaft generator/motor coupled to the propeller shaft and connected electrically to the electrical network of the ship, the shaft generator/motor being configured to convert electrical energy from the electrical network into mechanical energy for driving the 10 propeller shaft in a drive motor operation mode of the shaft generator/motor, the shaft generator/motor being configured to convert mechanical energy from the propeller shaft into electric energy for the electrical network in a generator operation mode of the shaft 15 generator/motor, and controlling the frequency of the electrical network by adjusting the operation of the shaft generator/motor.
By using the power range of the shaft generator/motor for 20 controlling the frequency of the network it becomes possible to exploit all available power from the waste heat recovery system and thereby improve the energy efficiency of the ship propulsion system.
25 In an embodiment the method comprises controlling the frequency of the electrical network by adjusting the operation of the shaft generator/motor in the drive motor operation mode and in the generator mode. This measure extends the power range available for the frequency 30 control.
In an embodiment the method comprises controlling the frequency of the electrical network by adjusting the power to the shaft generator/motor in the drive motor
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DK 177460 B1 mode and by adjusting the load on the shaft generator/motor in the generator mode.
In an embodiment the method comprises controlling the 5 frequency of the electrical network by adjusting the operation of the shaft generator/motor over a continuous range of operation settings including drive motor operation mode and generator operation mode.
10 In an embodiment the method comprises operating with droop speed control for controlling the frequency of the electrical network
In an embodiment the method comprises operating with 15 isochronous speed control for controlling the frequency of the electrical network.
In an embodiment the method comprises controlling the operation of the waste heat recovery system (20) as a 20 base load.
In an embodiment the method comprises maintaining the rotational speed of the main engine constant regardless of the operation mode and amount of power used by or 25 delivered to the.shaft generator/motor.
In an embodiment the method comprises adjusting the setting of the waste heat recovery system when the desired setting for shaft generator/motor is about to 30 move outside the operating range of the shaft generator/motor.
Further objects, features, advantages and properties of the marine propulsion and method for operating the marine 9 DK 177460 B1 propulsion system according to the present disclosure will become apparent from the detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS 5
In the following detailed portion of the present description, the invention will be explained in more detail with reference to the exemplary embodiments shown in the drawings, in which: 10
Fig. 1 is a diagrammatic and schematic representation of an exemplary embodiment of a marine propulsion system, and
Fig. 2 is a diagrammatic and schematic representation of 15 another exemplary embodiment of a marine propulsion system.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
20 In the following detailed description, the marine propulsion system and method will be described by the exemplary embodiments. Figure 1 shows a highly schematic exemplary embodiment of a marine propulsion system 1 with waste heat recovery for a large ship, such as e.g. a 25 container ship. The core of the propulsion system is a main large low speed turbocharged two-stroke diesel engine 2 with a crankshaft that is connected to the pistons via connecting rods, crossheads and piston rods.
Large turbocharged two-stroke diesel engines have 30 typically .between five and sixteen cylinders in line. The total output of the engine may, for example, range from 5,000 to 110,000 kW.
10 DK 177460 B1
The main engine 2 is operably connected via a propeller shaft 3 to a fixed pitch propeller 4 to propel the ship.
An electric network 5 is used to supply electrical devices and systems on board the ship with electrical 5 power.
Power consuming devices can e.g. be refrigeration devices for cooling the cargo. For reasons of clarity and simplicity, Fig. 1 shows only a single electrical load 6.
10 However, in practice a larger number of such consumers are powered from the ship's electrical network.
To generate energy for the ship's electrical network 5 several generator sets 8 (gensets) are provided. Each 15 generator set includes an electric generator and an auxiliary engine 9. The auxiliary engines 9 are significantly smaller and faster running than the main engine 2. The auxiliary engines 9 are usually medium-speed four-stroke diesel engines with a capacity of for 20 example up to 5 MW.
A shaft generator/motor 10 is mechanically connected to the propeller shaft 3 and electrically coupled to the ship's electrical network 5.
25
The shaft motor/generator 10 is designed as a low-speed synchronous machine and preferably acts directly without an intermediate gearbox to the propeller shaft 3.
30 The shaft motor/generator 10 may be coupled via a gearbox to the propeller shaft 3 or coupled to the crankshaft of the main engine 2, namely at the end of the crankshaft opposite to the propeller shaft 3.
n DK 177460 B1
The marine propulsion system is provided with a waste heat recovery system 11. Waste heat from the exhaust gas of the main engine 2 is sent via a heat exchanger 16 to a not shown steam cycle, into which a steam turbine 18 is 5 connected. The steam turbine 18 drives an electric generator 20. The electric energy generated by the generator 20 is fed into the ship's electrical network 5.
In another embodiment the steam turbine 18 is combined 10 with a power turbine powered by waste heat or replaced by a power turbine powered by waste heat.
The primary goal in operating the marine propulsion system 1 is to feed the whole available electric energy 15 from the waste heat recovery system in the ship's electric network 5.
Once the generator 20 feeds electric power into the ship's electrical network 5 a controller 12 will relieve 20 the auxiliary diesel generator sets 8 and, if possible, switch the generator sets 8 off altogether.
These measures can reduce the fuel and operating costs and emissions of diesel generator sets 10 significantly.
25
If the waste heat recovery system 11 generates more energy than needed for the electric loads 6 this energy surplus is used to operate the shaft generator/motor 10 in the drive motor mode and, thereby creating an 30 additional driving force to the propeller shaft 3.
In in a drive motor operation mode the shaft generator/motor 10 converts electrical energy from the DK 177460 B1 12 electrical network 5 into mechanical energy for driving the propeller shaft 3.
Reserve capacity in the ship's electrical network 5 can 5 thus be used for increasing the propulsion power of the vessel, thereby either increasing the speed of the vessel or, when maintaining the speed of the vessel reducing the load on the main engine 2.
10 In in a generator operation mode the shaft generator/motor 10 converts rotational mechanical energy from the propeller shaft 3 into electrical energy for the electrical network 5.
15 This allows power reserves of the main engine 2 to be used to generate energy for the ship's electrical network 5.
20 The control and regulation of the shaft generator/motor is effected by a common, preferably in digital technology, executed, control and regulating system: controller 12.
25 The operation settings for the shaft generator/motor 10 are controlled and regulated by the controller 12. In particular, the controller 12 can in an embodiment control the exciter current of the shaft generator/motor 10 via an F/V converter 13.
By controlling and regulating the exciter current of the shaft generator/motor 10 the shaft generator/motor 10 is either operated as a drive motor or generator. This is 30 13 DK 177460 B1 particularly useful for constant speed generator and controllable pitch propeller
The controller 12 is configured to control the frequency 5 of the electrical network 5 by adjusting the operation of the shaft generator/motor 10 in the drive motor operation mode and in the generator operator mode 10 The controller is configured to control the frequency of the electrical network 5 by adjusting the power to the shaft generator/motor 10 in the drive motor mode and by adjusting the load on the shaft generator/motor 10 in the generator mode, preferably via the exciter current of the 15 shaft generator/motor 10.
The controller is configured control and adjust the operation of the shaft generator/motor 10 over a continuous range of operation settings including both 20 drive motor operation mode and generator operation mode, with a substantially smooth transition between the two operation modes.
The controller 12 can independently control and adjust 25 the exciter current or the controller 12 can control and adjust an excitation system of the shaft generator/motor 10. For this purpose the controller 12 registers the speed of the shaft generator/motor 10, the motor voltage and the network voltage and frequency and controls the 30 excitation current via a frequency-to-voltage converter 13-.
In a variation of the embodiment shown in Fig. 1 the marine propulsion system 1 is provided with a controlled 14 DK 177460 B1 pitch propeller 4. The controller 12 controls in this embodiment the pitch of the propeller with the aim to maintain a constant propeller shaft speed, independent of the speed of the ship or vessel. The result is a constant 5 rotary speed of the shaft generator/motor 10 and thereby a constant network frequency generated by the shaft generator/motor 10.
Fig. 2 shows another embodiment of the invention that is 10 essentially identical to the embodiment of Fig. 1, except that a variable transmission 10 is placed between the propeller shaft 3 and the shaft generator/motor 10. The variable transmission is coupled to and controlled by the controller 12. The variable transmission 10 is an 15 embodiment a gearbox with a variable transmission ratio that is operatively coupled between the propeller shaft 3 and the propeller 4. The propeller can is this embodiment be a fixed pitch propeller.
20 In this embodiment the controller 12 is configured to control the variable transmission 10 such that that the generator/motor 10 operates with constant speed regardless of the rotary speed of the propeller shaft 3 and thus the shaft generator/motor 10 provides constant 25 frequency for the network
The controller is in an embodiment configured to allow 30 the waste heat recovery system to act as a base load and to control the shaft generator/motor 10 to act as a swing machine with extended operation range as it both can produce and consume power.
15 DK 177460 B1
Traditional load shearing concepts with droop speed control and isochronous speed control can be applied to cover the extended control range for the shaft generator/motor 10.
5
In an embodiment the controller 16 is configured to maintain the rotational speed of the main engine 2 constant regardless of the operation mode and amount of power used by or delivered to the shaft generator/motor 10 10.
The controller 12 may also be configured to control the operation of one or more of the consumers 6 connected to the ship's electrical network 5 to control the frequency 15 of the electrical network 5.
The controller 12 may further be configured to adjusting the setting of the waste heat recovery system 11 when the desired setting for shaft generator/motor 10 risks to 20 move outside the operating range of the shaft generator/motor 10.
The term "comprising" as used in the claims does not exclude other elements or steps. The term "a" or "an" as 25 used in the claims does not exclude a plurality. The single processor or other unit may fulfill the functions of several means recited in the claims.
The reference signs used in the claims shall not be 30 construed as limiting the scope.
Although the present invention has been described in detail for purpose of illustration, it is understood that such detail is solely for that purpose, and variations 16 DK 177460 B1 can be made therein by those skilled in the art without departing from the scope of the invention. For example it can also be practiced on a large two stroke engine that uses exhaust gas recirculation.
5

Claims (19)

1. Drivsystem til skibe (1) med spildvarmegenvinding, der omfatter: 10 en stor totakts turboladet hovedforbrændingsmotor (2), der driver en propelaksel (3), der er koblet til en skibspropel· (4), et spildvarmegenvindingssystem (11) , der indeholder en 15 turbine (18} og en generator (20) til produktion af elektrisk energi fra hovedmotorens (2) spildvarme til et elektrisk net (5) på skibet, en akselgenerator/-motor (10), der er koblet til 20 propelakslen (3) og er forbundet elektrisk med det elektriske net (5), idet akselgeneratoren/-motoren (10) er konstrueret til at omforme elektrisk energi fra det elektriske net (5) til 25 mekanisk energi til drift af propelakslen (3) i en drivmotordriftsmodus for akselgeneratoren/-motoren (10), idet generatoren/motoren (10) er konstrueret til at omforme mekanisk energi fra propelakslen (3) til 30 elektrisk energi til det elektriske net (5) i en generatordriftsmodus for akselgeneratoren/-motoren (10), en controller (12), der er driftsmæssigt forbundet med akselgeneratoren/-motoren (10), idet denne controller 2 DK 177460 B1 (12) er konstrueret til at regulere frekvensen i det elektriske net (5) ved justering af driften af akselgeneratoren/-motoren (10).A ship system (1) with waste heat recovery comprising: 10 a large two stroke turbocharged main combustion engine (2) operating a propeller shaft (3) coupled to a ship propeller (4), a waste heat recovery system (11) which contains a 15 turbine (18} and a generator (20) for generating electrical energy from the waste heat of the main engine (2) to an electric grid (5) on the ship, a shaft generator / motor (10) coupled to the 20 propeller shaft ( 3) and is electrically connected to the electrical grid (5), the shaft generator / motor (10) being designed to convert electrical energy from the electrical grid (5) to mechanical energy for operating the propeller shaft (3) in a drive motor operating mode for the shaft generator / motor (10), the generator / motor (10) being designed to convert mechanical energy from the propeller shaft (3) to electrical power to the electrical grid (5) in a generator operating mode for the shaft generator / motor (10) , a controller (12) that is operational connected to the shaft generator / motor (10), this controller 2 being designed to control the frequency of the electrical grid (5) by adjusting the operation of the shaft generator / motor (10). 2. Drivsystem til skibe (1) ifølge krav 1f ved hvilket controlleren (12) er konstrueret til at regulere frekvensen i det elektriske net (4) ved justering af driften af akselgeneratoren/-motoren (10) i drivmotordriftsmodusen og i generatordriftsmodusen. 10Ship system (1) according to claim 1f, wherein the controller (12) is designed to control the frequency of the electric grid (4) by adjusting the operation of the shaft generator / motor (10) in the drive motor mode and in the generator mode. 10 3. Drivsysteru til skibe (1) ifølge krav 1 eller 2, ved hvilket controlleren (12) er konstrueret til at regulere frekvensen i det elektriske net (5) ved justering af effekten til akselgeneratoren/-motoren (10) i 15 drivmotormodusen og ved justering af belastningen af akselgeneratoren/-motoren (10) i generatormodusen.A ship's drive system (1) according to claim 1 or 2, wherein the controller (12) is designed to control the frequency of the electrical grid (5) by adjusting the power to the shaft generator / motor (10) in the drive motor mode and at adjusting the load of the shaft generator / motor (10) in the generator mode. 4. Drivsystem til skibe (1) ifølge et hvilket som helst af kravene 1 til 3, ved hvilket controlleren (12) er 20 konstrueret til at regulere frekvensen i det elektriske net (5) ved justering af driften af akselgeneratoren/-motoren (10) over et kontinuerligt område af driftsindstillinger inklusive drivmotordriftsmodus og generatordriftsmodus. 25A ship system (1) according to any one of claims 1 to 3, wherein the controller (12) is designed to control the frequency of the electrical grid (5) by adjusting the operation of the shaft generator / motor (10). ) over a continuous range of operating settings including drive motor mode and generator mode. 25 5. Drivsystem til skibe (1) ifølge et hvilket som helst af kravene 1 til 4, ved hvilket controlleren (12) er konstrueret til drift med statikhastighedsregulering til regulering af frekvensen i det elektriske net (5). 30Ship system (1) according to any one of claims 1 to 4, in which the controller (12) is designed for operation with static speed control to control the frequency in the electrical grid (5). 30 5 PATENTKRAV:5 PATENT REQUIREMENTS: 6. Drivsystem til skibe (1) ifølge et hvilket som helst af kravene 1 til 4, ved hvilket controlleren (12) er konstrueret til drift med isokron hastighedsregulering til regulering af frekvensen i det elektriske net (5). 3 DK 177460 B1Ship system (1) according to any one of claims 1 to 4, in which the controller (12) is designed for operation with isochronous speed control to control the frequency in the electrical grid (5). 3 DK 177460 B1 7. Drivsystem til skibe (1) ifølge et hvilket som helst af kravene 1 til 6, ved hvilket controlleren (12) er driftsmæssigt forbundet med spildvarmegenvindingssystemet (11) , og ved hvilket controlleren (12) er konstrueret til 5 at drive spildvarmegenvindingssystemet (11) som basisbelastning.Ship propulsion system (1) according to any one of claims 1 to 6, wherein the controller (12) is operatively connected to the waste heat recovery system (11) and at which the controller (12) is designed to operate the waste heat recovery system (11). ) as a base load. 8. Drivsystera til skibe ifølge et hvilket som helst af kravene 1 til 7, ved hvilket controlleren (12) er 10 konstrueret til at regulere frekvensen i nettet med akselgeneratoren/-motoren (10) via regulering af magnetiseringsstrømmen i motoren/generatoren (10).A ship propulsion system according to any one of claims 1 to 7, wherein the controller (12) is designed to regulate the frequency in the grid with the shaft generator (s) (10) via regulation of the magnetization current in the motor (s) (10). . 9. Drivsystem til skibe ifølge et hvilket som helst af 15 kravene 1 til 7, ved hvilket propelakslen (3) er forbundet med en regulerbar pitchpropel (4), og ved hvilket controlleren (12) er konstrueret til at drive drivsystemet med en konstant omdrejningstal på propelakslen og i den forbindelse holde 20 motorens/generatorens omdrejningstal på et konstant niveau for at tilvejebringe en konstant netfrekvens.A ship propulsion system according to any one of claims 1 to 7, in which the propeller shaft (3) is connected to an adjustable pitch propeller (4) and wherein the controller (12) is designed to operate the propulsion system at a constant speed. on the propeller shaft and in doing so keep the engine / generator rpm at a constant level to provide a constant grid frequency. 10. Drivsystem til skibe ifølge et hvilket som helst af kravene 1 til 7, der desuden omfatter en transmission med 25 variabel udveksling (19), der er tilkoblet mellem akselmotoren/-generatoren (10) og propelakslen (3), og ved hvilket controlleren (12) er koblet sammen med transmissionen med variabel udveksling (19), og ved hvilket controlleren (12) er konstrueret til at holde 30 akselgeneratorens/-motorens omdrejningstal på et konstant niveau (10) på trods af variationer af propelakslens (3) omdrejningstal ved regulering af udvekslingsforholdet på transmissionen med variabel udveksling (19). 4 DK 177460 B1A ship propulsion system according to any one of claims 1 to 7, further comprising a transmission with variable exchange (19) coupled between the shaft motor / generator (10) and the propeller shaft (3), and at which the controller (12) is coupled to the variable-speed transmission (19) and at which the controller (12) is designed to keep the shaft generator / engine RPM at a constant level (10) despite variations of the propeller shaft (3) by regulating the exchange ratio of the variable exchange transmission (19). 4 DK 177460 B1 11. Fremgangsmåde til drift af et drivsystem til skibe (1), der omfatter: en stor totakts turboladet hovedforbrændingsmotor (2) , 5 der driver en propelaksel (3), der er koblet til en skibspropel (4), et spildvarmegenvindingssystem {11}, der indeholder en turbine (18) og en generator (20) til produktion af 10 elektrisk energi fra hovedmotorens (2) spildvarme til et elektrisk net (5) på skibet, en akselgenerator/-motor (10), der er koblet til propelakslen (3) og er forbundet elektrisk med det 15 elektriske net (5) på skibet, idet akselgeneratoren/-motoren (10) er konstrueret til at omforme elektrisk energi fra det elektriske net (5) til mekanisk energi til drift af propelakslen (3) i en 20 drivmotordriftsmodus for akselgeneratoren/-motoren (10), idet generatoren/motoren (10) er konstrueret til at omforme mekanisk energi fra propelakslen (3) til elektrisk energi til det elektriske net (5) i en 25 generatordriftsmodus for akselgeneratoren/-motoren (10) , samt regulering af frekvensen i det elektriske net ved justering af driften af akselgeneratoren/-motoren (10). 30A method of operating a propulsion system for ships (1) comprising: a large two stroke turbocharged main combustion engine (2), 5 operating a propeller shaft (3) coupled to a ship propeller (4), a waste heat recovery system {11} comprising a turbine (18) and a generator (20) for producing 10 electrical energy from the waste heat of the main engine (2) to an electric grid (5) of the ship, a shaft generator / motor (10) coupled to the propeller shaft (3) and is electrically connected to the electrical grid (5) of the ship, the shaft generator / motor (10) being designed to convert electrical energy from the electrical grid (5) to mechanical energy for operating the propeller shaft (3) in a shaft generator / motor drive (10) drive mode, the generator / motor (10) being designed to convert mechanical energy from the propeller shaft (3) into electrical power to the electrical grid (5) in a shaft generator / drive generator mode motor (10), and frequency control in the electrical grid by adjusting the operation of the shaft generator / motor (10). 30 12. Fremgangsmåde ifølge krav 8, der omfatter regulering af frekvensen i det elektriske net (5) ved justering af driften af akselgeneratoren/-motoren (10) i drivmotordriftsmodusen og i generatordriftsmodusen. 5 DK 177460 B1The method of claim 8, comprising regulating the frequency of the electrical grid (5) by adjusting the operation of the shaft generator / motor (10) in the drive motor mode and in the generator mode. 5 DK 177460 B1 13. Fremgangsmåde ifølge krav 11 eller 12, der omfatter regulering af frekvensen i det elektriske net (5) ved justering af effekten til akselgeneratoren/-motoren (10) i drivmotormodusen og ved justering af belastningen af 5 akselgeneratoren/-motoren (10) i generatormodusen.The method of claim 11 or 12, comprising regulating the frequency of the electrical grid (5) by adjusting the power to the shaft generator / motor (10) in the drive motor mode and by adjusting the load of the shaft generator / motor (10) in generatormodusen. 14. Fremgangsmåde ifølge et hvilket som helst af kravene 11 til 13, der omfatter regulering af frekvensen i det elektriske net (5) ved justering af driften af 10 akselgeneratoren/-motoren (10) over et kontinuerligt område af driftsindstillinger inklusive drivmotordriftsmodus og generatordriftsmodus.A method according to any one of claims 11 to 13, comprising regulating the frequency of the electrical grid (5) by adjusting the operation of the shaft generator / motor (10) over a continuous range of operating settings including drive motor mode and generator mode. 15. Fremgangsmåde ifølge et hvilket som helst af kravene 15 11 til 14, der omfatter drift med statikhastighedsregulering til regulering af frekvensen i det elektriske net.A method according to any one of claims 15 11 to 14, comprising operating with static speed control to control the frequency of the electrical grid. 16. Fremgangsmåde ifølge et hvilket som helst af kravene 20 11 til 15, der omfatter drift med isokron hastighedsregulering til regulering af frekvensen i det elektriske net.A method according to any one of claims 20 11 to 15, comprising operating with isochronous speed control to control the frequency of the electrical grid. 17. Fremgangsmåde ifølge et hvilket som helst af kravene 25 11 til 16, der omfatter regulering af driften af spildvarmegenvindingssystemet (11) som basisbelastning.A method according to any one of claims 25 11 to 16, comprising regulating the operation of the waste heat recovery system (11) as a base load. 18. Fremgangsmåde ifølge et hvilket som helst af kravene 11 til 17, der desuden omfatter fastholdelse af 30 omdrejningstallet på hovedmotoren (2) på et konstant niveau uafhængigt af driftsmodusen og mængden af effekt, der anvendes af eller leveres til akselgeneratoren/-motoren (10). 6 DK 177460 B1A method according to any one of claims 11 to 17, further comprising maintaining the rpm of the main motor (2) at a constant level independent of the operating mode and the amount of power used by or supplied to the shaft generator / motor (10). ). 6 DK 177460 B1 19. Fremgangsmåde ifølge et hvilket som helst af kravene 11 til 18, der desuden omfatter justering af indstillingen af spildvarmegenvindingssystemet (11), når der er risiko for, at den ønskede indstilling for 5 akselgeneratoren/-motoren bevæger sig væk fra driftsområdet for akselgeneratoren/-motoren (10).A method according to any one of claims 11 to 18, further comprising adjusting the setting of the waste heat recovery system (11) when there is a risk that the desired setting of the shaft generator (s) moves away from the operating range of the shaft generator (s). motors (10).
DKPA201200287A 2012-04-26 2012-04-26 Propulsion system for ships with a large turbocharged two-stroke piston engine with waste heat recovery and operation of the operating system DK177460B1 (en)

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DKPA201200287A DK177460B1 (en) 2012-04-26 2012-04-26 Propulsion system for ships with a large turbocharged two-stroke piston engine with waste heat recovery and operation of the operating system
KR1020130035855A KR20130121013A (en) 2012-04-26 2013-04-02 A marine propulsion system with a large turbocharged two-stroke reciprocating piston engine with waste heat recovery and a method for operating the marine propulsion system
JP2013084565A JP2013227012A (en) 2012-04-26 2013-04-15 Ship propulsion system with large turbocharged two-stroke reciprocating piston engine with waste heat recovery system, and method for controlling the ship propulsion system
CN201310141946.5A CN103482049A (en) 2012-04-26 2013-04-22 Marine propulsion system with large turbocharged two-stroke reciprocating piston engine with waste heat recovery and method for operating the marine propulsion system

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