EP2218638B1 - Système d'entraînement pour un bateau - Google Patents

Système d'entraînement pour un bateau Download PDF

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Publication number
EP2218638B1
EP2218638B1 EP09002108A EP09002108A EP2218638B1 EP 2218638 B1 EP2218638 B1 EP 2218638B1 EP 09002108 A EP09002108 A EP 09002108A EP 09002108 A EP09002108 A EP 09002108A EP 2218638 B1 EP2218638 B1 EP 2218638B1
Authority
EP
European Patent Office
Prior art keywords
generators
drive system
drive
electric drives
ship
Prior art date
Legal status (The legal status 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 status listed.)
Not-in-force
Application number
EP09002108A
Other languages
German (de)
English (en)
Other versions
EP2218638A1 (fr
Inventor
Claus-D. Christophel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to ES09002108T priority Critical patent/ES2384818T3/es
Priority to EP09002108A priority patent/EP2218638B1/fr
Priority to DK09002108.0T priority patent/DK2218638T3/da
Priority to PL09002108T priority patent/PL2218638T3/pl
Priority to AT09002108T priority patent/ATE553995T1/de
Publication of EP2218638A1 publication Critical patent/EP2218638A1/fr
Application granted granted Critical
Publication of EP2218638B1 publication Critical patent/EP2218638B1/fr
Priority to HRP20120594AT priority patent/HRP20120594T1/hr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric

Definitions

  • the invention relates to a drive system for a ship.
  • Ships of the type in question are designed, in particular, as inland vessels, that is to say freighters operating on inland waters.
  • Such inland vessels have as a drive unit to a diesel engine, with which one or more drive shafts are driven, each with a propeller.
  • the design of the drive power is always carried out so that it is designed for the largest possible load case, namely the uphill with fully loaded ship, to always have a power reserve available, which ensures maneuvering of the ship even under the most unfavorable conditions.
  • the disadvantage here is that in most modes, in particular the mode of descent and the mode of channel travel only a small fraction of the power generated is needed, so that the drive unit is operated in an energetically unfavorable partial travel operation.
  • a drive system for a passenger ship has as a drive motor on a slow-running diesel engine, which is designed so that it covers the maximum travel speed required. For the additional power required to reach the top speed, an electric motor is connected in series with the diesel engine. The generation of electrical energy for this purpose by means of an arrangement of fast-running four-stroke engines.
  • the multiple drives which may be equipped in particular with propellers.
  • the drives are powered by an electrical power supply system. This includes fuel cells that feed a DC grid, with which the power supply of normal drive drives takes place.
  • the power supply system includes an AC power grid with generators for powering high-speed propulsion systems. Energy can be exchanged between the DC and AC mains.
  • a generic drive system for a ship whose components form a modular system such that these, in particular the respective generators and electric drives can be arranged spatially separated, is from the WO 80 / 00429A known.
  • this drive system several drives are guided on a shaft with a propeller.
  • Another propulsion system for a ship whose components can be modular and spatially separated, is from the EP-B-1537018 known.
  • the invention has for its object to provide a drive system for a ship, by means of which an improvement in the efficiency of the operation of the ship is achieved.
  • the propulsion system according to the invention for a ship comprises components which form a modular system and which are arranged spatially separable within the ship.
  • First modular units are formed by drive shafts, each with a propeller and a multiple arrangement of electric drives on each of a drive shaft.
  • Generators form second modular units as energy supply for the electric drives.
  • Control means form for the selective activation and control of the electric drives and generators third modular units.
  • a DC voltage intermediate circuit is provided and for generating an intermediate voltage in the DC intermediate circuit, the generators. These are selectively switched by means of a control unit controlled switches the DC voltage intermediate circuit.
  • the individual electric drives can be activated or deactivated individually by coupling or uncoupling from the DC intermediate circuit via control units controlled by the control unit.
  • the generator power is adapted to the currently required power by the selective connection of individual generators so that the generators in their optimal Operating points are operated.
  • at least one generator and one electric drive per drive shaft are deactivated.
  • monitoring for fail-safe operation of the drive system is continuously carried out.
  • a fancy electric drive or generator is decoupled from the DC link and an intact electrical or generator coupled to the DC link.
  • the modular design of the drive system Due to the modular design of the drive system, a flexible and cost-effective installation of the components of this drive system is made possible on the one hand. Furthermore, the spatial separability, the individual modular units can be placed at optimized installation locations of the ship, whereby the efficiency of the ship operation can be increased.
  • the drive shaft or drive shafts with the electric drives and propellers arranged thereon form one or more first modular units which can be installed independently by the generators as second modular units.
  • the drive shafts can be arranged with the electric drives in the rear of the ship, while the generators can be arranged in the bow area. Since the generators are thus displaced out of the rear area as large-volume power supply units, this freed-up rear area is available as a loading area for freight to be loaded. In all inland vessels, the tail area is considerably wider than the forward narrow tapered bow area. Due to the inventive displacement of the generators as energy supply units in the bow area and the resulting usability of the rear area as a loading area, the loading capacity of the inland vessel is significantly increased. Since the inland ship typically has the greatest width at the rear, this represents Area is a particularly valuable cargo area, since there can be housed large items such as containers in large numbers.
  • the modular concept of the drive system according to the invention can be particularly advantageous characterized in that one or all drive shafts with the propellers and electric drives arranged thereon form a preassembled mechanical unit.
  • the electric drives are expediently mounted on foundations.
  • the modular units thus formed can be produced efficiently and can also be installed particularly easily and quickly at suitable installation locations in the ship.
  • generators which can also form pre-assembled units stored on foundations.
  • Another advantage of the invention is that the components for the power supply of the electric drives and also the electric drives themselves are provided redundantly with the generators, so that a high reliability can be achieved for the entire drive system.
  • control means of the drive system on a central control unit.
  • a failure and / or error control of components of the drive system may expediently ensue in this control unit, so that the generators and electric drives are controlled, preferably activated or deactivated, as a function of this control.
  • the control unit itself redundant, that is designed to be fail-safe.
  • the control of the components of the drive system is not only such that ensures the reliability of the drive system is. Rather, the control is also such that the most energy-efficient operation of the drive system is ensured.
  • a suitable number of electric drives on the or each drive shaft is activated depending on the currently required drive power.
  • a suitable number of generators is activated according to the current energy demand.
  • the preferably each consisting of a diesel engine and an electric generator generators are selectively activated so that they can be operated at their optimum operating points, so that the operation of the generators is optimized in terms of their energy consumption and power output.
  • FIG. 1 shows an embodiment of the drive system 1 according to the invention for a ship.
  • the ship is an inland vessel, which is designed as a cargo ship.
  • the drive system 1 has two propellers 2 in the present case, each propeller 2 being arranged at the end of a drive shaft 3.
  • the propellers 2 are identical in the present case and have an array of propeller blades 2a arranged at regular angles to one another.
  • each drive shaft To drive the propeller 2 3 three electric drives 4 are provided on each drive shaft.
  • the electric drives 4 of a drive shaft 3 form a redundant drive unit for the associated propeller 2 to be driven.
  • the individual electric drives 4 may be identical or different.
  • the electric drives 4 are designed as hollow shaft motors, which can be arranged as direct drives on the drive shaft 3.
  • a clutch 5 is provided on each drive shaft 3 between the electric drive 4 and the propeller 2.
  • Each electric drive 4 is preceded by an inverter 6.
  • a pivot bearing not shown, may be provided.
  • the electric drives 4 are expediently stored in foundations.
  • the voltage is supplied via a DC voltage intermediate circuit 7.
  • a DC voltage provided in the DC intermediate circuit 7 is converted in the inverters 6 into an AC voltage having a frequency suitable for the electric drives 4.
  • the individual electric drives 4 can be activated or deactivated individually by switching on or uncoupling from the DC intermediate circuit 7 via switches 8, which are controlled by a control unit, not shown.
  • each generator 9 is provided to generate the intermediate voltage in the DC intermediate circuit 7 .
  • another selection of a plurality of generators 9 may be provided, wherein these may be generally identical or different.
  • a generator 9 is provided with a small power.
  • the three other generators 9 have the same power, which is greater than the power of the first generators 9.
  • the individual generators 9 form a redundant power supply unit.
  • the generators 9 each consist of a diesel engine and an electric generator 9.
  • Each generator 9 is followed by an inverter 10. With the inverter 10 AC voltages generated in the generator 9 are transformed into a DC voltage and in the DC intermediate circuit 7 is fed.
  • the generators 9 are each selectively switchable via a switch 11 to the DC voltage intermediate circuit 7. The control of the switch 11 is again via the control unit.
  • FIG. 2 shows schematically the distribution of the components of the drive system 1 in different areas of the inland vessel.
  • the in FIG. 2 I marked area forms the rear of the barge.
  • the drive shafts 3 with the propellers 2 and the electric drives 4 are arranged.
  • Each drive shaft 3 with its associated components forms a prefabricated and pre-tested unit 12.
  • the electric drives 4 are mounted with foundations 13 on a plate 14 or a frame.
  • the propeller 2 is arranged on the drive shaft 3 by means of a thrust bearing 15.
  • both drive shafts 3 with the associated components can form a structural unit 12. Due to the immediate arrangement of these units 12 in the rear area and thus at the mounting location of the propeller 2, the lengths of the drive shaft 3 can be kept small.
  • the individual generators 9 are arranged.
  • the generators 9 also form on foundations 16 stored prefabricated and pre-assembled units.
  • the engine room is located in the bow area of the inland ship. Since thus the generators 9 are moved out of the rear of the barge, this rear area is available as a cargo area.
  • the modular units with the electric drives 4 arranged on the drive shafts 3 are located in the rear area, these electric drives 4 have relatively small designs and thus do not lead to a significant reduction in the loading area in the rear area.
  • switchgear 17 In the area of the engine room, preferably in a separate from the generators 9, separate room is a switchgear 17.
  • This switchgear 17 has in particular switching rails 18a, 18b with the switches 8, 11 for connecting the electric drives 4 or generators 9 to the DC voltage intermediate circuit 7.
  • the components of the DC intermediate circuit 7 are integrated in the switchgear 17.
  • the switchgear 17 also forms a modular unit and represents a prefabricated and pre-tested unit.
  • switchgear 17 rail splitter or similar switching means are advantageously provided, by means of which the connection for the individual generators 9 and / or electric drives 4 can be electrically separated, whereby separate subsystems are obtained.
  • FIG. 2 III is the residential area level, ie the so-called accessory area.
  • this area is an array of PLC controls 19, which forms the central control unit of the inland vessel. These are connected to the switchgear 17.
  • FIG. 2 represented with IV the area of the bridge of the inland vessel.
  • suitable interfaces in the shift rails 18a, 18b are provided.
  • the inland waterway vessel is operated in four different modes in the present case.
  • the first fashion is the so-called ascent of the ship at full load.
  • the power requirement is about 80% of the power that can be provided by the generators 9.
  • the three generators 9 are activated by means of the control unit 12 with high power, while the generator 9 is deactivated with low power.
  • the power requirement is about 50% and 35% of the maximum available power.
  • two of the generators 9 with the larger power are expediently activated while the remaining generators 9 are deactivated.
  • the generator power can be adapted to the currently required power.
  • the respective activated generators 9 can be operated at their optimum operating points.
  • At least one generator 9 is deactivated.
  • an electric drive 4 per drive shaft 3 is always deactivated.
  • control unit 12 monitoring failover of the drive system 1.
  • the control unit 12 continuously checks the function of the connected units, in particular all electric drive components. If an error or a failure of at least one of these components is registered, an alarm signal is generated.
  • the drive system 1 is automatically transferred by the control unit 12 into a safe state.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Eletrric Generators (AREA)
  • Supply And Distribution Of Alternating Current (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Fluid-Pressure Circuits (AREA)

Claims (14)

  1. Système d'entraînement (1) pour un bateau, dont les composants forment un système modulaire et sont disposés à l'intérieur du bateau en pouvant être spatialement séparés, sachant que des premières unités modulaires sont formées par des arbres d'entraînement (3) munis chacun d'une hélice propulsive (2) et par un agencement multiple d'entraînements électriques (4) sur un arbre d'entraînement (3) respectif, sachant que des générateurs (9) en tant qu'alimentation en énergie pour les entraînements électriques (4) forment des deuxièmes unités modulaires, et sachant que des moyens de commande pour l'activation et la commande sélectives des entraînements électriques (4) et des générateurs (9) forment des troisièmes unités modulaires, caractérisé en ce qu'il est prévu pour l'alimentation en tension un circuit intermédiaire de tension continue (7), sachant que les générateurs (9) sont prévus pour générer une tension intermédiaire dans le circuit intermédiaire de tension continue (7), générateurs qui peuvent être sélectivement accouplés au circuit intermédiaire de tension continue (7) au moyen de commutateurs (11) commandés par une unité de commande, en ce que les entraînements électriques individuels (4) peuvent, au moyen de commutateurs (8) commandés par l'unité de commande, être individuellement activés ou désactivés en les accouplant ou les désaccouplant du circuit intermédiaire de tension continue (7), en ce que, dans les différents modes, par l'accouplement sélectif de générateurs individuels (9), la puissance des générateurs est adaptée à la puissance actuellement nécessaire de telle sorte que les générateurs (9) sont exploités à leurs points de travail optimaux, sachant que, dans tous les modes, au moins un générateur (9) et un entraînement électrique (4) pour chaque arbre d'entraînement (3) sont désactivés, et en ce qu'au moyen de l'unité de commande, on effectue une surveillance en continu de la sécurité de fonctionnement du système d'entraînement (1), sachant qu'en cas de défaillance d'un entraînement électrique (4) ou d'un générateur (9), celui-ci est désaccouplé du circuit intermédiaire de tension continue (7) et un entraînement électrique (4) ou générateur (9) intact est accouplé au circuit intermédiaire de tension continue (7).
  2. Système d'entraînement (1) selon la revendication 1, caractérisé en ce que le bateau est un bateau de navigation intérieure.
  3. Système d'entraînement (1) selon la revendication 1 ou 2, caractérisé en ce que les générateurs (9) sont disposés dans la région de proue du bateau, et en ce que les arbres d'entraînement (3) avec les hélices propulsives (2) et les entraînements électriques (4) sont disposés dans la région de poupe.
  4. Système d'entraînement (1) selon l'une des revendications 1 à 3, caractérisé en ce qu'un arbre d'entraînement (3) ou tous les arbres d'entraînement (3), avec les hélices propulsives (2) et les entraînements électriques (4) disposés sur eux, forment une unité de construction mécanique pré-assemblée (12).
  5. Système d'entraînement (1) selon la revendication 4, caractérisé en ce que les entraînements électriques (4) sont montés dans des embases (16).
  6. Système d'entraînement (1) selon l'une des revendications 1 à 5, caractérisé en ce que les générateurs (9) forment des unités pré-assemblées montées sur des embases (16).
  7. Système d'entraînement (1) selon l'une des revendications 1 à 6, caractérisé en ce qu'il est prévu comme moyens de commande une unité de commande ainsi que des commutateurs (8, 11) pouvant être commandés par celle-ci et destinés à l'activation sélective des générateurs (9) et des entraînements électriques (4).
  8. Système d'entraînement (1) selon la revendication 7, caractérisé en ce que les commutateurs (8, 11) sont disposés dans un rail de commutation (18a, 18b) dans la salle des machines du bateau, tandis que l'unité de commande est disposée dans la zone des accessoires du bateau.
  9. Système d'entraînement (1) selon l'une des revendications 1 à 8, caractérisé en ce que les entraînements électriques (4) et/ou les générateurs (9) forment des systèmes partiels indépendants, séparés les uns des autres.
  10. Système d'entraînement (1) selon la revendication 9, caractérisé en ce que les systèmes partiels peuvent être séparés par des moyens de commutation électriques.
  11. Système d'entraînement (1) selon l'une des revendications 1 à 10, caractérisé en ce que les entraînements électriques (4) disposés sur un arbre d'entraînement (3) sont de configuration identique.
  12. Système d'entraînement (1) selon l'une des revendications 1 à 10, caractérisé en ce que les entraînements électriques (4) disposés sur un arbre d'entraînement (3) sont de configurations différentes.
  13. Système d'entraînement (1) selon l'une des revendications 1 à 12, caractérisé en ce que les générateurs (9) sont de configuration identique.
  14. Système d'entraînement (1) selon l'une des revendications 1 à 12, caractérisé en ce que les générateurs (9) sont de configurations différentes.
EP09002108A 2009-02-16 2009-02-16 Système d'entraînement pour un bateau Not-in-force EP2218638B1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
ES09002108T ES2384818T3 (es) 2009-02-16 2009-02-16 Sistema de propulsión para un barco
EP09002108A EP2218638B1 (fr) 2009-02-16 2009-02-16 Système d'entraînement pour un bateau
DK09002108.0T DK2218638T3 (da) 2009-02-16 2009-02-16 Fremdrivningssystem til et skib
PL09002108T PL2218638T3 (pl) 2009-02-16 2009-02-16 System napędowy dla statku
AT09002108T ATE553995T1 (de) 2009-02-16 2009-02-16 Antriebssystem für ein schiff
HRP20120594AT HRP20120594T1 (hr) 2009-02-16 2012-07-17 Brodski pogonski sustav

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09002108A EP2218638B1 (fr) 2009-02-16 2009-02-16 Système d'entraînement pour un bateau

Publications (2)

Publication Number Publication Date
EP2218638A1 EP2218638A1 (fr) 2010-08-18
EP2218638B1 true EP2218638B1 (fr) 2012-04-18

Family

ID=41050338

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09002108A Not-in-force EP2218638B1 (fr) 2009-02-16 2009-02-16 Système d'entraînement pour un bateau

Country Status (6)

Country Link
EP (1) EP2218638B1 (fr)
AT (1) ATE553995T1 (fr)
DK (1) DK2218638T3 (fr)
ES (1) ES2384818T3 (fr)
HR (1) HRP20120594T1 (fr)
PL (1) PL2218638T3 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3346567B1 (fr) 2017-01-04 2020-02-19 Danfoss Mobile Electrification Oy Système d'alimentation électrique et son procédé et son équipement de commande
DE102018209583A1 (de) * 2018-06-14 2019-12-19 Bombardier Transportation Gmbh Verbund aus Fahrzeugen und Verfahren zum Speisen eines elektrischen Bordnetzwerks in einem solchen Verbund

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1980000429A1 (fr) * 1978-08-24 1980-03-20 H Obrien Commande et liaison d'un ensemble moteur pour navires auxiliaires
CH667627A5 (de) 1985-09-03 1988-10-31 Sulzer Ag Schiffsantrieb.
NL8802686A (nl) * 1988-11-02 1990-06-01 Louris Bood Intrekbare scheepspropeller aandrijving door elektromotor(en).
US5417597A (en) * 1994-04-28 1995-05-23 The United States Of America As Represented By The Secretary Of The Navy Vessel with machinery modules outside watertight hull
DE10231152A1 (de) 2002-07-10 2004-02-12 Siemens Ag Elektrisches Energieversorgungssystem für ein Schiff, insbesondere für ein mit niedriger IR-Signatur betreibbares Marine(Navy)-Schiff
DE20214297U1 (de) * 2002-09-14 2004-02-12 Siemens Ag Marine-/Navy-Schiffstypen übergreifendes System
WO2004028899A1 (fr) * 2002-09-20 2004-04-08 Siemens Aktiengesellschaft Systeme d'entrainement de bateau electrique

Also Published As

Publication number Publication date
ES2384818T3 (es) 2012-07-12
HRP20120594T1 (hr) 2012-08-31
ATE553995T1 (de) 2012-05-15
EP2218638A1 (fr) 2010-08-18
DK2218638T3 (da) 2012-07-16
PL2218638T3 (pl) 2012-09-28

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