EP2265489A2 - Dispositif d'entraînement comprenant deux moteurs d'entraînement pour un bateau - Google Patents

Dispositif d'entraînement comprenant deux moteurs d'entraînement pour un bateau

Info

Publication number
EP2265489A2
EP2265489A2 EP09729299A EP09729299A EP2265489A2 EP 2265489 A2 EP2265489 A2 EP 2265489A2 EP 09729299 A EP09729299 A EP 09729299A EP 09729299 A EP09729299 A EP 09729299A EP 2265489 A2 EP2265489 A2 EP 2265489A2
Authority
EP
European Patent Office
Prior art keywords
motor
motors
drive shaft
drive
power
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.)
Granted
Application number
EP09729299A
Other languages
German (de)
English (en)
Other versions
EP2265489B1 (fr
Inventor
Jürgen Eckert
Rainer Hartig
Christian Meyer
Ingo SCHÜRING
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.)
Siemens AG
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Publication of EP2265489A2 publication Critical patent/EP2265489A2/fr
Application granted granted Critical
Publication of EP2265489B1 publication Critical patent/EP2265489B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H23/10—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit
    • B63H23/12—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit allowing combined use of the propulsion power units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63G—OFFENSIVE OR DEFENSIVE ARRANGEMENTS ON VESSELS; MINE-LAYING; MINE-SWEEPING; SUBMARINES; AIRCRAFT CARRIERS
    • B63G8/00—Underwater vessels, e.g. submarines; Equipment specially adapted therefor
    • B63G8/08—Propulsion
    • 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
    • B63H2023/245—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric with two or more electric motors directly acting on a single drive shaft, e.g. plurality of electric rotors mounted on one common shaft, or plurality of electric motors arranged coaxially one behind the other with rotor shafts coupled together
    • 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
    • B63H23/32—Other parts
    • B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
    • B63H2023/342—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts comprising couplings, e.g. resilient couplings; Couplings therefor

Definitions

  • the invention relates to a drive device with two drive motors for a ship according to the preamble of patent claim 1; such a drive device is known for example from EP 1 233 904 Bl.
  • EP 1 233 904 B1 discloses a drive device for a ship with two electric motors which are arranged behind one another on a drive shaft.
  • a first electric motor having a drive power of less than 1/20 of the maximum drive power is used to drive the drive shaft for a lower speed range to about 30% of the nominal speed of the drive shaft.
  • the engine meets all the mechanical, electrical and acoustic boundary conditions that are characteristic for a slow ride of the ship, especially a submarine. Preference is given to a synchronous motor with permanent magnet excited rotor used.
  • the second drive motor is a drive motor with much higher power compared to the first drive motor (power ratio greater than or equal to 20: 1).
  • the first motor has a rotor and a stator, which are arranged in a motor housing, wherein power converters for supplying the motor with electric current are also arranged in the motor housing.
  • An electric machine is known from EP 0 194 433 B1, in which an electronic actuator for supplying the machine with electric current is arranged at least partially in a space between the drive shaft, the rotor and the motor housing of the machine.
  • the machine has for this purpose a bell-shaped rotor, are arranged on the permanent magnets.
  • the machine and in particular its electronic shear actuators are thus particularly well protected against unwanted energy emissions of acoustic and electrical type.
  • the ratio of the rated power of the first motor to the rated power of the second motor is between 1: 3 and 3: 1, the second motor being spatially located between the propulsion unit, e.g. a propeller, and the first motor is arranged on the drive shaft.
  • the invention thus deviates from the previous way of supplementing a large power main drive with a second, low power drive, and instead uses two motors differing in rated power only in a limited range.
  • two motors of almost the same power are used, so that if one of the two motors fails with the other motor, a large part of the drive power is still available, resulting in a high availability of the drive motor. device can be ensured even for higher power requirements of the propulsion unit.
  • By a combined operation of the two engines it is also possible to give a much greater maximum power to the drive shaft and thus increase the performance of the propulsion unit and thus the speed of the ship and its acceleration capacity at constant weight and resistance of the ship or at the same Speed to increase the weight and / or drag of the vessel.
  • the second motor is arranged spatially between the propeller and the first motor on the drive shaft, the accessibility to the arranged in the motor housing of the first motor power converters and thus a high maintenance and repair friendliness of the drive device is given.
  • the first motor Due to the arrangement of the power converters in the motor housing, the first motor usually has a larger space requirement in the circumferential direction than the second motor. Since, as a rule, the drive shaft has a likewise increasing diameter in the direction of the propulsion unit due to the increasing torque forces acting thereon, the arrangement of the first motor does not take place in that part of the propulsion unit with a larger diameter which faces the propulsion unit, which corresponds to a correspondingly larger one
  • Diameter of the first motor would result, but in the range of the drive shaft with the smallest diameter. As a result, the space requirement of the first motor in the circumferential direction and thus the entire drive device can be kept small.
  • the first motor is designed as a synchronous motor with a permanent-magnet rotor and the second motor is designed as an asynchronous motor.
  • a synchronous motor with a permanent-magnet rotor the particularly high demands on structure-borne noise and electromagnetic radiation can be met while the engine's power density is high, as is the case when the ship, in particular a submarine, is cruising.
  • the asynchronous motor can then be cost-effectively designed with regard to less critical requirements, as present, for example, when a ship is cruising, in particular a submarine.
  • a clutch is arranged in the drive shaft between the first and the second motor. If the first motor fails, it can then be disconnected from the drive shaft.
  • both engines can be connected to each other by means of elastic fastening elements directly or indirectly to the ship's hull.
  • the two motors are mounted on a common foundation. This foundation can then by means of elastic fasteners directly or indirectly with the
  • the two motors can be used as required, e.g. a desired speed of the ship, individually or in combination drive the drive shaft.
  • the drive device comprises a setpoint generator for setting a desired value, e.g. a setpoint for a speed of the propulsion unit or for the ship speed, a mode selector for specifying a mode and a control device which is adapted to control the two motors with respect to their respective power output to the drive shaft such that the sum of these power outputs From the setpoint dependent total power to the drive shaft can be dispensed and while the distribution of this total power output on the power output of the individual motors in dependence on the setpoint and the mode is done.
  • a desired value e.g. a setpoint for a speed of the propulsion unit or for the ship speed
  • a mode selector for specifying a mode
  • a control device which is adapted to control the two motors with respect to their respective power output to the drive shaft such that the sum of these power outputs From the setpoint dependent total power to the drive shaft can be dispensed and while the distribution of this total power output on the power output of the individual motors in dependence on the setpoint and the
  • the individual motors can be assigned drive controls for controlling their respective power output, wherein the control device controls the power output of the motors by specifying speed setpoints or torque setpoints to these drive controls.
  • the predeterminable mode of operation may be a mode in which the noise emissions and / or electromagnetic emissions and / or heat emissions of the drive device, preferably including internal combustion engines for the generation of electrical energy for the two motors, are minimal.
  • the predefinable operating mode can also be a mode in which the total consumption of electrical energy of the two motors is minimal.
  • the predefinable operating mode may be a mode in which the acceleration of the ship is maximum.
  • the predetermined operating mode may be a mode in which the total fuel consumption of internal combustion engines for the generation of electrical energy for the engines, is minimal.
  • the first motor drives the propulsion unit in a lower speed range of the ship, in particular in the speed range of a cruise of the ship, and the second motor drives in conjunction with the first motor propulsion unit in a higher speed range, especially in the speed range of a high speed cruise of the ship , up to the maximum speed of the ship.
  • the second motor in the lower speed range of the first motor, the speed control of the drive shaft and in the higher speed range, the second motor, the speed control of the drive shaft, wherein in the combined operation of the two motors, the second motor takes over the speed control of the drive shaft and the first electric motor in its speed of the Drive shaft or is guided by the second motor and determined by the setpoint input derar- tiges torque outputs to the drive shaft, that add up the output of each of the two motors torque in the drive shaft.
  • each of the motors is designed for a maximum power that is less than the maximum power required for the propulsion of the ship.
  • both engines must contribute.
  • the engines can be designed for a smaller power optimized and thereby the efficiency of the two engines improved and their space requirements and weight can be reduced.
  • both motors are designed in such a way that torque can be transmitted to the drive shaft through them up to the maximum rotational speed of the propulsion unit, they can be used in a particularly flexible manner for torque-free setting of desired optimum operating points of the propulsion unit over the entire speed range of the propulsion unit.
  • the drive device consists of a combination of a first motor of fixed nominal power with one of several second motors of different rated power. Since the first motor compared to the second motor due to its more complex design and the particularly high demands is also consuming and time-consuming in design, manufacture and testing, a drive device is preferably always using a first engine already developed and then tested to provide the required total power of one of several available second motors of different power.
  • a propulsion system based on this concept for ship propulsion systems of different rated power is characterized by a standardized first engine with a fixed nominal power and several standardized second engines, each with different nominal power, with the first to achieve different nominal powers of the marine propulsion systems Engine and the second motors are designed and operable such that the first motor with each of the second motors for driving the drive shaft can be combined.
  • this can then be formed from the standardized first motor and one of the standardized second motors such that the sum of the rated powers of the two motors results in a desired rated output of the ship drive device.
  • FIG. 1 shows a drive device according to the invention for a ship, in particular a submarine,
  • FIG. 3 shows a schematic diagram of a particularly advantageous bearing arrangement in the motors of the drive device of FIG. 1
  • FIG. 4 shows a particularly advantageous embodiment of a drive device according to the invention.
  • a drive device 1 shown in a schematic illustration in FIG. 1 is arranged in the stern of a submarine, of which only the rear-side outer casing 2 of the ship's hull is partially shown. In a corresponding manner, such a drive device could of course also be arranged in the stern of a surface ship.
  • the drive device 1 comprises a drive shaft 3 for driving a propeller 4 as propulsion unit for the submarine and a first electric motor 5 and a second electric motor 6 for driving the drive shaft 3.
  • the two motors 5, 6 are successively on the drive shaft 3 arranged, ie in relation to the drive shaft in a series arrangement with their rotors not shown rotatably connected to the drive shaft 3.
  • the motor 6 is arranged spatially between the propeller 4 and the first motor 5 on the drive shaft 3.
  • the ratio of the rated power of the The first motor 5 to the rated power of the second motor 6 is between 1: 3 and 3: 1.
  • the rated power of both motors is 3 MW each, so that a total nominal power of the drive device 1 of 6 MW results.
  • the first motor 5 is designed as a synchronous motor with a permanent-magnet rotor and the second motor 6 as an asynchronous motor.
  • the first motor 5 comprises a bell-shaped rotor 21, on which permanent magnets 22 are arranged and which is non-rotatably connected to the drive shaft 3, a stator 23 with a stator winding 24 and a motor housing 25, in which the rotor 21 and the stator 23 are arranged.
  • power converter modules 27 are arranged for feeding the stator winding 24 of the electric motor 5 by means of a holding frame, not shown.
  • An exchange of the converter modules 27 is possible via an opening 28 in the motor housing 25.
  • a shift clutch 7 is arranged in the drive shaft 3 between the first motor 5 and the second motor 6.
  • the two motors 5, 6 are mounted on a common foundation 8.
  • the foundation 8 is in turn connected via elastic elements 9 with the shell 2 of the submarine.
  • shock effects are reduced from the hull 2 to the motors 5, 6 and vice versa a structure-borne sound transmission from the motors 5, 6 avoided on the shell 2.
  • an elastic coupling is arranged in the drive shaft 3 between the second motor 6 and the propeller 4.
  • the two motors 5, 6 instead of on a common foundation 8 also be connected separately via elastic elements 9 with the shell 2.
  • the clutch 7 is to be designed as a flexible coupling.
  • the two motors 5, 6 drive as required, e.g. the propeller speed, individually or in combination the drive shaft 3 at.
  • the first motor 5 drives the propeller 4 in a lower speed range of the submarine (in particular during crawl speed) and the second motor 6 in conjunction with the first motor 5 drives the propeller 4 in a higher speed range (in particular in high-speed travel) up to the Maximum speed of the submarine.
  • the first motor 5 takes over the speed control of the drive shaft 3 and in the higher speed range of the second motor 6, the speed control of the drive shaft 3, wherein in the combined operation of the two motors 5, 6, the second motor 6 takes over the speed control of the drive shaft 3 and the
  • the first motor 5 is guided in its rotational speed by the drive shaft 3 and by the second motor 6 and determines by the setpoint input such a torque to the drive shaft 3 that the torque output by the two motors 5, 6 in the drive shaft 3 sum up.
  • Each of the motors 5, 6 is designed for a maximum power that is smaller than the maximum power required for the propulsion of the submarine.
  • both motors 5, 6 are designed such that through the torque up to the maximum speed of the propeller 4 to the drive shaft 3 can be issued.
  • the motors 5, 6 are supplied to the propeller by a higher-level control device 30 with regard to their respective output P E i or P E2
  • a predefinable setpoint value S e.g. a setpoint for the speed of the propeller 4 or for the
  • the higher-level control device 30 receives the setpoint
  • a desired value generator 31 for example a control lever in the control station or from an autopilot system
  • a mode selector 32 eg an operating mode selector switch, which is arranged in the control console of the submarine.
  • the higher-level control device 30 For controlling the power outputs P Ei , P E2 of the motors 5, 6 as a function of a predefined setpoint value S and a predetermined operating mode B, the higher-level control device 30 transfers setpoint values S E i, S E 2 (eg setpoint values for the rotational speed or the torque) Drive controls 35, 36, which control the respective power output P E i and P E2 of the motors 5 and 6 respectively.
  • setpoint values S E i, S E 2 eg setpoint values for the rotational speed or the torque
  • the higher-level control device 30 controls the total power output and the distribution of the total output power to the motors 5, 6 and automatically sets for the predetermined mode B optimal operating points.
  • the predeterminable mode of operation B may be an operating mode in which the noise emissions (ie structure-borne noise and airborne noise emissions) and / or the electromagnetic emissions and / or the heat emissions of the drive device 1, preferably including internal combustion engines for the generation of electrical energy for the two motors 5, 6, are minimal.
  • the predefinable operating mode B can also be an operating mode in which the total consumption of electrical energy of the two motors 5, 6 is minimal.
  • the predefinable operating mode B can also be an operating mode in which the acceleration of the submarine is maximum.
  • the predeterminable operating mode B can also be a mode in which the total fuel consumption of internal combustion engines for generating the electrical energy for the motors 5, 6, is minimal.
  • characteristic curves and / or characteristic data can be stored in the higher-level control device 30, which control the cooperation between the desired value S, eg the propeller speed or the ship speed, the respective power output and operating parameters characterizing the respective operating mode, such as the electrical energy consumption, the fuel consumption, the noise emissions, the heat emissions, heat losses. Furthermore, the characteristics describe the maximum possible power output.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Multiple Motors (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

La présente invention concerne un dispositif d'entraînement (1) pour un bateau comprenant un arbre d'entraînement (3) conçu pour entraîner une unité de propulsion (4) du bateau, ainsi qu'un premier et un second moteur électrique (5 et 6) conçus pour entraîner l'unité de propulsion (4). Les deux moteurs (5, 6) sont placés l'un derrière l'autre sur l'arbre d'entraînement (3). Le premier moteur (5) comprend un rotor (21) et un stator (23) qui se trouvent dans un carter moteur (25). Des convertisseurs de courant (27) conçus pour alimenter en courant électrique le premier moteur (5) sont montés dans le carter moteur (25), de préférence au moins en partie dans un espace (26) situé entre l'arbre d'entraînement (3) et le rotor (21). Selon l'invention, le rapport de la puissance nominale du premier moteur (5) sur la puissance nominale du second moteur (6) est situé entre 1:3 et 3:1. D'un point de vue spatial, le second moteur (6) est placé sur l'arbre d'entraînement (3), entre l'unité de propulsion (4) et le premier moteur (5).
EP09729299.9A 2008-04-10 2009-03-25 Dispositif d'entraînement comprenant deux moteurs d'entraînement pour un bateau Active EP2265489B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008018420A DE102008018420A1 (de) 2008-04-10 2008-04-10 Antriebseinrichtung mit zwei Antriebsmotoren für ein Schiff
PCT/EP2009/053478 WO2009124841A2 (fr) 2008-04-10 2009-03-25 Dispositif d'entraînement comprenant deux moteurs d'entraînement pour un bateau

Publications (2)

Publication Number Publication Date
EP2265489A2 true EP2265489A2 (fr) 2010-12-29
EP2265489B1 EP2265489B1 (fr) 2014-03-19

Family

ID=40785306

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09729299.9A Active EP2265489B1 (fr) 2008-04-10 2009-03-25 Dispositif d'entraînement comprenant deux moteurs d'entraînement pour un bateau

Country Status (6)

Country Link
EP (1) EP2265489B1 (fr)
KR (1) KR20100133412A (fr)
AU (1) AU2009235557B2 (fr)
DE (1) DE102008018420A1 (fr)
ES (1) ES2455093T3 (fr)
WO (1) WO2009124841A2 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
CN110001910A (zh) * 2019-04-12 2019-07-12 上海丰滋新能源船舶科技有限公司 一种双电机螺旋桨系统控制装置

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DE102010040907A1 (de) * 2010-09-16 2012-03-22 Aloys Wobben Elektromotor-Austausch
DE102011007599A1 (de) * 2011-04-18 2012-10-18 Siemens Aktiengesellschaft Verfahren zum Betrieb eines Unterseebootes sowie Unterseeboot
NO339669B1 (no) * 2012-10-18 2017-01-23 Scana Volda As Fremdriftssystem for fartøy
FR3013321B1 (fr) * 2013-11-20 2016-01-08 Dcns Systeme de transfert de puissance entre trois composants de puissance
FR3017104B1 (fr) * 2014-01-31 2016-02-26 Dcns Ensemble de propulsion ; navire comportant un tel ensemble de propulsion
FR3073816B1 (fr) * 2017-11-20 2019-11-29 Naval Group Vehicule sous-marin comprenant une chaine de propulsion et procede associe
KR102497856B1 (ko) * 2021-04-14 2023-02-07 대우조선해양 주식회사 잠수함의 이중 전동기 추진 시스템
KR102675929B1 (ko) * 2022-01-24 2024-06-14 재단법인한국조선해양기자재연구원 전동기 직렬 배치형 선박 전기추진 시스템
CN115092373A (zh) * 2022-05-27 2022-09-23 广东逸动科技有限公司 动力装置及其控制方法、船用推进器、船舶

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CN110001910A (zh) * 2019-04-12 2019-07-12 上海丰滋新能源船舶科技有限公司 一种双电机螺旋桨系统控制装置

Also Published As

Publication number Publication date
KR20100133412A (ko) 2010-12-21
AU2009235557A1 (en) 2009-10-15
EP2265489B1 (fr) 2014-03-19
ES2455093T3 (es) 2014-04-14
DE102008018420A1 (de) 2009-10-15
AU2009235557B2 (en) 2013-02-21
WO2009124841A3 (fr) 2010-09-23
WO2009124841A2 (fr) 2009-10-15

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