EP2986829A1 - Dispositif et système d'entraînement comprenant un tel dispositif, en particulier pour navires - Google Patents

Dispositif et système d'entraînement comprenant un tel dispositif, en particulier pour navires

Info

Publication number
EP2986829A1
EP2986829A1 EP14726329.7A EP14726329A EP2986829A1 EP 2986829 A1 EP2986829 A1 EP 2986829A1 EP 14726329 A EP14726329 A EP 14726329A EP 2986829 A1 EP2986829 A1 EP 2986829A1
Authority
EP
European Patent Office
Prior art keywords
ship
generator
electric motor
generator unit
network
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.)
Withdrawn
Application number
EP14726329.7A
Other languages
German (de)
English (en)
Inventor
Ernst-Christoph Krackhardt
Dierk SCHRÖDER
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 EP2986829A1 publication Critical patent/EP2986829A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • 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
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
    • F01D15/02—Adaptations for driving vehicles, e.g. locomotives
    • F01D15/04—Adaptations for driving vehicles, e.g. locomotives the vehicles being waterborne vessels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
    • F01D15/10—Adaptations for driving, or combinations with, electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/32—Waterborne vessels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/40—Application in turbochargers
    • 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

Definitions

  • the invention relates to a device comprising an electric motor / generator unit which can be switched over from a motor operation to a generator operation and vice versa, having a stator and a rotor which has a rotor rotational axis, and a drive shaft arranged concentrically with the rotor rotational axis and connected to the rotor.
  • the invention relates to white ⁇ terhin a drive system comprising at least one such device and its operation as well as a drive system equipped with such a ship.
  • an exhaust gas turbo ⁇ which is operated by the hot exhaust gas flow of the engine, used in the compression process, its heating may additionally have a heating effect on the compression unit for the air and lead to further heating of the air to be compressed.
  • a Gasturbi ⁇ nenmaschine is described as prior art in which this effect occurs.
  • an exhaust gas flow from a combustion chamber drives a turbocharger or its turbine wheel.
  • the turbine wheel is on one end of a drive shaft mounted.
  • At the other end of the drive shaft is a compressor of a compressor mon ⁇ advantage that rotates with the drive shaft and is used to seal Ver ⁇ of air.
  • the compressed air is supplied to the combustion chamber for improved combustion of the fuel used.
  • GB 2477548 A describes a gas turbine engine in which the drive shaft for the turbine wheel and spaced therefrom a further drive shaft for the compressor wheel ⁇ are present and these drive shafts are thus thermally decoupled from each other.
  • the ⁇ been exaggerated from the turbine wheel drive shaft is connected to a generator, while the compressor driving further drive shaft is connected to an electric motor which is supplied by the generator with energy.
  • the stored energy can be used to further accelerate the compressor inde ⁇ pendent of the current turbine operation and to respond quickly to load changes.
  • the expenditure on apparatus for providing egg ⁇ ner decoupled device according to the GB 2477548 A is relatively large, as is the space required and the error rate or loss rate associated the device.
  • a device for operating ei ⁇ nes electrically assisted turbocharger for an internal combustion engine wherein the turbocharger has an exhaust gas turbine and a compressor, which are coupled together via a drive shaft, on which a first motor-generator unit is arranged directly, wherein further acting on the internal combustion engine second motor-generator unit is present and the stator windings of the first motor-generator unit and the second motor-generator unit are connected to each other, wherein the first motor-generator unit multi-stranded, multi-pole asynchronous and the second motor-generator unit ei ⁇ ne externally excited synchronous machine is whose exciter field in the stator in terms of its frequency and direction of rotation is controlled.
  • the problem is solved for the device by comprising:
  • a motor / generator unit which can be switched over from a motor operation into a generator operation and vice versa, having a stator and a rotor which has a rotor rotational axis, and a drive shaft arranged concentrically with the rotor rotational axis and connected to the rotor,
  • a compressor with a rotatable compressor wheel for compressing air the compressor wheel being mounted on the con Centrally to the rotor axis arranged drive shaft is mounted on ei ⁇ ner side of the rotor, and
  • a turbine which comprises a turbine wheel which can be driven by an exhaust gas flow and which is mounted on the drive shaft arranged concentrically to the rotor axis on a side of the rotor opposite the compressor wheel,
  • the compressor and the turbine are arranged by at least one decoupling assembly decoupled from each other, wherein at least two decoupling arrangements are provided, wherein a first decoupling arrangement of the Entkopplungsanord ⁇ voltages between the compressor and the electric motor / generator unit is disposed and a second Entkopp ⁇ lung arrangement between the turbine and the electric motor / generator unit is arranged.
  • Electric motor and generator are structurally combined in the device according to the invention in an electric motor / generator unit which is operable either in generator mode or in Mo ⁇ gate operation and wherein the change between the modes is possible quickly and easily.
  • Electric motor / generator unit forms a structural From ⁇ limitation between the turbine and the compressor. So these are indeed connected via the continuous drive shaft directly space and resource-saving, but acts with regard to the heat conduction through the drive shaft the
  • Electric motor / generator unit as a heat insulator between the hot turbine and the lowest possible temperature to be operated compressor.
  • turbine and compressor are largely thermally decoupled operable.
  • the at least one decoupling arrangement causes a Tren ⁇ voltage of the functional areas of the turbine and compressor.
  • heat insulation from turbine to compressor is achieved and, if required, a gas-tight separation between turbine and compressor is also provided.
  • the second decoupling arrangement which is arranged between the turbine and the electric motor / generator unit
  • the first decoupling arrangement which lies between the denser and the electric motor - / generator unit is arranged, reliable overheating of the electric motor / generator unit can be avoided.
  • the fact that at least two decoupling arrangements are present, in particular the heat insulation between Turbi ⁇ ne and compressor is still improved.
  • the Ent ⁇ coupling is to be understood as a thermal decoupling, in particular egg ne means of the respective decoupling arrangement thermal decoupling is achieved.
  • the respective decoupling arrangement is designed to be cooled with a cooling medium, preferably water or oil, wherein the cooling medium of the respective decoupling arrangement can be supplied or discharged, for example via connections for media supply or removal.
  • the electric motor / generator unit is elec trically ⁇ connected to an inverter and the inverter is electrically connected to a transformer. This makes it possible to feed in generated electrical energy into a network, such as preferably a ship's network.
  • At least one cooling unit for cooling the electric motor / generator unit is present. Characterized the thermi ⁇ specific separation of the turbine and the compressor is performed in an ideal manner, and the temperature of the compressed air produced by taking advantage of said input as low as possible.
  • the electric motor / generator unit is preferably a high-temperature superconducting-based machine, wherein the at least one cooling unit is provided for cooling the machine.
  • a machine based on high-temperature superconductivity operates with high electrical efficiency and is usually distinguished by an electric motor / generator unit with a very low-mass rotor, which also has small spatial dimensions.
  • the use of such Rotor in a device according to the invention is in terms of the flywheel provided by this ideal because it can be particularly fast response to load changes.
  • the object of the invention relating to a drive system is achieved by the drive system comprising:
  • At least one combustion system for combustion of a fuel stream and a compressed air stream while generating an exhaust gas stream for feeding into the turbine ⁇ ne (s) of the at least one device according to the invention and for driving the respective compressor wheel,
  • a feed device for transferring a compressed air flow formed by means of the compressor wheel from the uncompressed air to at least one Verbrennungssys ⁇ tem.
  • Such a drive system has a compact design and extensive thermal separation between turbine and compressor. It is suitable for use in connection with a wide variety of combustion systems. In particular, can respond to load suspension and -abscibilen the combustion system very quickly, and by reac ⁇ tion times in the range of less than 1 ms discussion here. For problems with the turbine operation also can advertising countered a ge ⁇ aimed acceleration of the compressor wheel the so reduces a probability of failure of the compressor and thus a deterioration in the supply of the combustion system is closed with compressed air largely ⁇ .
  • the combustion system is in particular an internal combustion engine, preferably a diesel engine. In the lower engine speed range already compressed air can be provided and thus the emission behavior be improved.
  • the combustion system in particular ⁇ sondere forms part of a main or auxiliary engine.
  • a ship according to the invention comprising providing a OF INVENTION ⁇ dung according to drive system as well as an electric ship ⁇ web, wherein the electric motor / generator unit of the device at least one of the present invention with the ship network is connected in such a way that takes place into the ship network in the generator operation, a supply of energy and
  • a method for operating the drive system according to the invention comprises the following steps:
  • Compressor is driven ⁇ to form the compressed air flow ⁇ ;
  • Compressor system for dynamic improvement of the combustion system is preferably carried out a switchover from the gene ⁇ rator réelle in a motor operation, wherein the electric motor / generator unit electrical energy from the electric Power is supplied, wherein the drive shaft is accelerated, and wherein an increased amount of compressed air is ge ⁇ forms.
  • the switching of the electric motor / generator unit from a generator operation to a motor operation and vice versa can be done very quickly, so that can be responded to load changes particularly quickly and easily.
  • Figures 1 to 6 are intended to illustrate a device according to the invention, a drive system equipped therewith and the integration of such a drive system in a known Schiffsan ⁇ operating system by way of example.
  • 1 shows a device comprising a turbine and a compressor
  • FIG. 2 shows an operation of the device according to FIG. 1
  • FIG. 3 shows a drive system comprising a device according to
  • FIG. 6 shows a third schematized ship propulsion system
  • the electric motor / generator unit 200 comprises a stator 200a and a rotor 200b, which has a rotor rotational axis 200c, and a concentric with the rotor rotational axis
  • the compressor 400 includes a rotatable
  • Compressor 400a for the compression of air the
  • Compressor 400a on the concentric with the rotor axis 200c arranged drive shaft 300 on one side of the rotor
  • the turbine 500 comprises a drivable by a gas stream from ⁇ turbine 500a, which on on the concen ⁇ -located to the rotor axis 200c drive shaft 300 a is the compressor wheel mounted 400a opposite side of the Ro ⁇ gate 200b.
  • the compressor 400 and the turbine 500 are arranged here by two decoupling arrangements 600a, 600b from each other and thus also separated from the electric motor / generator unit 200. To simplify the illustration, neither electrical connections of the electric motor / generator unit 200 nor any other media feeds or discharges are shown here.
  • FIG 2 shows an operation of the device according to FIG 1.
  • Glei ⁇ che reference numerals indicate the same elements.
  • the turbine 500 is supplied with a hot exhaust gas flow 510, which drives the turbine wheel 500a, which is not shown in detail here (see FIG. 1), and thus also the drive shaft 300.
  • the compressor wheel 400a Simultaneously with the drive shaft 300, the compressor wheel 400a (see FIG. 1) is set in motion, and a compressed air stream 410 'is generated from the undimmed air 410 fed to the compressor 400. Due to the rotation of the drive shaft 300 and the ro tor is rotated 200b, and a voltage U indu ⁇ sheet in the stator 200a, which is tapped off via terminals 200d.
  • a cooling unit 130 which is furthermore provided here, supplies and cools the electric motor / generator unit 200 or its housing with coolant 130a.
  • the heated coolant 130b pass ⁇ leads and from the electric motor / generator unit 200 the absorbed heat again discharged example ⁇ way of a not shown here in detail heat exchanger.
  • the recooled coolant 130a is fed back to the electric motor / generator unit 200 for cooling in a cyclic process.
  • FIG. 3 shows a drive system 110 comprising a device 100 according to FIGS. 1 and 2.
  • the same reference numerals designate the same elements.
  • the drive system 110 has a main engine 2, which comprises a combustion system 800.
  • the combustion system 800 in particular a Dieselmo ⁇ tor is combined with a Brennstoffström 900, in particular from Diesel fuel, and a compressed air stream 410 'supplied, the compressor 400 provides and which is supplied via a merely schematically illustrated feed 412 the combustion system 800.
  • the combustion of fuel and oxygen from the compressed air takes place, forming a hot exhaust stream 510.
  • the hot exhaust stream 510 drives the turbine 500a of the turbine 500 and exits the turbine 500 as the exhaust stream 510 'with reduced energy content compared to the hot exhaust stream 510.
  • Uncompressed air 410 is supplied to the compressor via an air supply device 411, which is shown only schematically.
  • FIG. 4 shows an example of an application for a drive system according to the invention in the form of a highly schematic first
  • Marine propulsion system 1 with waste heat recovery e.g. for a big container ship. Based on a in the
  • the drive system of the first ship propulsion system 1 comprises a main engine 2 designed as a low-speed two-stroke diesel engine, which is connected via a propeller shaft 3 to a propeller 4 for propulsion of the ship.
  • An electric ship network 5 serves to supply electrical equipment and systems on board the ship. A distinction must be made here between critical consumers 6 whose disconnection leads to a blackout on board the ship and uncritical consumers 7 (eg hotel guest), which do not lead to a blackout. For reasons of clarity, only one single critical consumer 6 and one uncritical consumer 7 are shown in FIG. In practice, a larger number of such consumers 6, 7 are supplied from the ship's network 5 with electricity.
  • a plurality of generators 8 are provided, which are each driven by a faster than the main engine 2 running auxiliary machine 9.
  • the auxiliary machines 9 are usually high-speed four-stroke diesel engines with an output of, for example, up to 5 MW.
  • a generator 8 and a diesel engine 9 are combined to form a diesel generator unit 10.
  • the turbine 500 of a device 100 is the hot exhaust ⁇ stream 510, which flows from the not shown here in detail combustion system of the main engine 2, respectively.
  • the compressed air stream 410 'then provided by the compressor 400 is fed to the combustion system of the main engine 2 where it is burned together with the Brennstoffström 900 to the hot exhaust gas 510.
  • the electric motor / generator unit 200 is electrically connected via an inverter 51 'and a transformer 35' with the
  • the converter 51 ' is designed as a DC voltage DC link converter and consists of a motor-side converter 13' and a network-side converter 14 '.
  • an intermediate circuit capacitor feeds 52 'electrical energy into the ship network 5 a, such that the voltage and the frequency of the ship network 5 each predetermined limits not un ⁇ fallen short.
  • the time for switching over from engine operation to generator operation and the dimensioning of the intermediate circuit capacitor 52 'with regard to the energy which can be fed into the ship's network 5 during the time of the switchover are coordinated with one another for this purpose.
  • the STEU ⁇ tion and control of the electric motor / generator unit 200th via the inverter 51 'and the excitation converter 15' is carried out by the control and regulating system 16 ', which is preferential ⁇ executed in digital technology.
  • the power converter 13 ', the further power converters 14' and the excitation power converter 15 ' are hereby also independently controllable and controllable by the control and regulation system 16'.
  • the cooling unit 130 for the electric motor / generator unit 200 has not been shown here for a better overview.
  • a waste heat recovery system 20 converts residual heat of the main engine 2, which is provided via the lower-energy exhaust gas flow 510 ' emerging from the turbine 500, into electrical energy for the ship's network 5.
  • heat is transferred from the lower-energy exhaust gas stream 510 'via a heat exchanger 21 to a steam cycle, not shown, into which a steam turbine 22 is switched GE , which is coupled to a turbo-generator 23.
  • the electrical energy generated by the turbogenerator 23 is fed into the ship's network 5.
  • a software-controlled power management system 30 ensures the need-based provision of electrical energy for the various consumers 6, 7 and switches depending on the requirement and available power via switches 31, 32, 32 ', 33, 33' individual consumers 6, 7, Dieselge ⁇ nerator algorithms 10, the turbo-generator 23 and the electric motors gate / generator unit 200 to the ship network 5 increases or decreases.
  • the power management system 30 is connected via control lines 34, 34 'or other connections to the switches 31, 32, 32', 33 ', the diesel generator units 10, the control and regulation system 16' and a control and regulating system (not shown) Waste heat recovery system 20 verbun ⁇ the.
  • a communication connection 17 between a not shown control and regulation system of the main engine 2 and the control and regulating system 16 ' is present to fast load changes, for example, at an Austau- chen of the propeller 4 out of the water to report as quickly and efficiently to the control system 16 '.
  • the primary objective in the operation of the ship propulsion system 1 is to feed the entire electrical energy available from the device 100 and the waste heat recovery system 20 into the ship's network 5.
  • the power management system 30 relieves the diesel generator sets 10 and, if possible, even shuts them off.
  • the fuel and operating costs and Emissio ⁇ nen the diesel generator sets 10 can be significantly reduced.
  • the electric motor / generator unit 200 is so ⁇ well regulated in the engine operation and in the generator operation ⁇ torque and thus regulated proportionally to the recorded or till ⁇ give electrical power.
  • At high load requirements to the main engine is the
  • Electric motor / generator unit 200 operated in engine operation and fed electrical energy from the ship's network 5 to the drive shaft 300 (see FIG 1) continue to accel ⁇ nigen and thereby provide the short-term required large amount of compressed air as quickly as possible.
  • FIG. 5 shows a further application example of a fiction, according ⁇ drive system in the form of a very schematic second marine propulsion system 1 'with waste heat recovery, for example, for a large container vessel.
  • the propulsion system of the marine propulsion system 1 comprises a main engine designed as a low-speed two-stroke diesel engine. machine 2, which is connected via a propeller shaft 3 with a ship propeller 4 for driving the ship.
  • An electrical ship's network 5 also serves to supply energy to electrical devices and systems on board the ship.
  • uncritical consumer 7 eg hotel guest
  • FIG 5 For reasons of clarity in FIG 5 is only a single kri ⁇ genetic load 6 and a single non-critical consumer 7 is shown. In practice, a larger number of such consumers 6, 7 are supplied from the ship's network 5 with electricity.
  • a plurality of generators 8 are provided, which are each driven by a faster than the main engine 2 running auxiliary machine 9.
  • the auxiliary machines 9 are usually high-speed four-stroke diesel engines with an output of, for example, up to 5 MW.
  • a generator 8 and a diesel engine 9 are combined to form a diesel generator unit 10.
  • a wave generator / motor 11 is mechanically coupled to the propeller shaft 3 and electrically connected to the marine network 5 via an inverter 51 and a transformer 35.
  • the converter 51 is designed as a DC-DC converter and consists of a motor-side
  • an intermediate circuit capacitor 52 feeds electric energy into the ship network 5 a, such that the voltage and the frequency of the ship network 5 each predetermined limits not un ⁇ fallen short.
  • the time for switching over from motor operation to generator operation and the dimensioning of the intermediate circuit capacitor 52 with respect to the time Circuit in the ship's network 5 feedable energy are matched to each other.
  • the shaft motor / generator 11 is designed as a low-speed synchronous machine and preferably acts directly on the propeller shaft 3 without an intermediate gearbox.
  • the shaft motor / generator 11 can also be coupled via a gearbox to the propeller shaft 3 or to the crankshaft of the main engine 2 coupled, at the end, which is spaced from the propeller shaft 3.
  • the excitation current I E for the wave generator / motor 11 is also obtained from the ship's network 5 and controlled and regulated by a field converter 15.
  • the wave generator / motor 11 can be operated either as a motor or as a generator.
  • the engine operating electrical power from the ship's network 5 into mechanical energy for turning on is then ⁇ driving the ship's propeller 4 converted.
  • Power reserves in the ship's network 5 can thus be used to increase the driving power of the ship, which either increases the ship's speed or the main engine 2 can be relieved at constant ship speed.
  • the generator mode of the mechanical energy Pro ⁇ pellerwelle 3 is converted into electrical energy for the ship network. 5
  • power reserves of the main engine 2 for generating energy for the ship's network 5 can be used.
  • the rated power of the shaft motor / generator 11 is preferably at least 5% of the rated power of the main engine 2.
  • the control and regulation of the wave generator / motor via the inverter 51 and an excitation converter 15 is carried out by a common, preferably in digital technology ⁇ led, control and regulating system 16.
  • the power converter 13, the power converter 14 and the field converter 15 are here independently controllable and controllable by the control and regulation system 16.
  • control and regulating system 16 detects the speed of the shaft generator / motor, the motor voltage, motor frequency, intermediate circuit current, mains voltage and mains frequency via measuring devices not shown in any more detail.
  • the turbine 500 of a device 100 becomes the hot exhaust gas flow 510, which is not shown in detail here
  • Combustion system of the main engine 2 flows, fed.
  • the compressed air stream 410 'then provided by the compressor 400 is fed to the combustion system of the main engine 2 where it is burned together with the fuel stream 900 to the hot exhaust gas.
  • the electric motor / generator unit 200 is electrically connected to the ship's network 5 via a further converter 51 'and a further transformer 35'.
  • the excitation current I E 'for the electric motor / generator unit 200 is likewise obtained from the ship's network 5 and controlled and regulated by means of a further exciter power converter 15'.
  • the control and regulation of the electric motor / generator unit 200 via the further converter 51 'and the further excitation converter 15' is effected by a further control and regulation system 16 '.
  • the further converter 51 ' is designed like the converter 51 and comprises further power converters 13', 14 '.
  • the further power converter 13 ', the further power converter 14' and the further excitation power converter 15 ' are hereby also independently controllable and controllable by the control and regulation system 16'.
  • a communication link 17 between a non-illustrated control and regulation system of the main engine 2 and the control and regulating system 16 ' is present to fast load changes, for example, when a dive of the Propellers 4 out of the water to report as quickly and efficiently to the control system 16 '.
  • Another communication line 17 ' connects the two control systems 16, 16', to allow a direct and efficient mutual intervention here.
  • the cooling unit 130 for the electric motor / generator unit 200 has also not been shown here for a better overview.
  • a waste heat recovery system 20 converts residual heat of the main engine 2, which is provided via the lower-energy exhaust gas flow 510 ' emerging from the turbine 500, into electrical energy for the ship's network 5.
  • heat is transferred from the lower-energy exhaust gas stream 510 'via a heat exchanger 21 to a steam cycle, not shown, into which a steam turbine 22 is switched GE , which is coupled to a turbo-generator 23.
  • the electrical energy generated by the turbogenerator 23 is fed into the ship's network 5.
  • a software-controlled power management system 30 ensures the need-based provision of electrical energy for the various consumers 6, 7 and switches depending on the requirement and available power via switches 31, 32, 32 ', 33, 33' individual consumers 6, 7, Dieselge ⁇ nerator algorithms 10, the turbo-generator 23, the wave generator / motor 11 or the motor / generator unit 200 to the ship network 5 increases or decreases.
  • the power management system 30 is for this purpose via control lines 34, 34 'or other connections to the switches 31, 32, 32', 33, 33 ', the diesel generator sets 10, the control and regulation system 16, the control and regulating system 16' and a non-illustrated control system of the waste heat recovery system 20 connected.
  • the primary objective in the operation of the marine propulsion system 1 is to remove all of the device 100 and the waste heat regeneration system 20 to supply available electrical energy in the ship's network 5.
  • the power management system 30 relieves the diesel generator sets 10 and, if possible, even shuts them off.
  • the fuel and operating costs and Emissio ⁇ nen the diesel generator sets 10 can be significantly reduced. If the electric motor / generator unit 200 and / or the waste heat recovery system 20 generates even more energy than is required for the electric ship consumers 6, 7, then with this energy surplus the wave generator / motor 11 is operated during engine operation and thus an additional driving force given the propeller shaft 3. In this case, only the Be ⁇ drive motor / Generatorein- standardize 200 and / or the exhaust heat recovery system thus feeds 20 electrical energy into the ship network; the diesel generator sets 10 are switched off, however.
  • the wave generator / motor 11 is switched from engine operation to generator operation within less than 1 second after failure signaling.
  • the energy requirement of the ship's network 5 is stored in the intermediate circuit capacitor 52, 52 '
  • control and regulation system 16 includes a signal input to gear, the tromotor- via the line connection 36, ie by a "hard” wiring, directly with a signal generator of the electron / generator unit 200 and the waste heat recovery ⁇ system 20 are connected for a nuisance tripping is.
  • the signal generator is an unspecified dargestell- ter floating auxiliary contact of the switch 32, 32 'which is opened in case of failure, the electric motor / generation gate unit 200 and / or to separate the turbo-generator 23 from the ship ⁇ network 5 .
  • control and regulating system 16 transmits the wave generator / motor 11 via the converter 51 and the power converter 15 or the control and regulating system 16 'via the electric motor / generator unit 200 Inverter 51 'and the power converter 15' in motor operation and generator operation controls with the same control mode. Impulsabscigenen the transition from engine operation to generator operation and the associated delays, as would be necessary for different types of control for engine and generator operation can be avoided.
  • the wave generator / motor 11 as well as the electric motor / generator unit 200 is torque-controlled both in engine operation and generator operation and thus propor ⁇ tionally absorbed or discharged electrical power, since the speed changes relatively slowly.
  • the electric motor / generator unit 200 is operated in engine operation and electrical energy from the ship's network 5 fed to the drive shaft 300 (see FIG 1) continue to accel ⁇ nigen and thereby the short-term required large amount of compressed air as possible to provide quickly.
  • FIG. 6 shows a further example of use for a drive system according to the invention in the form of a highly schematic third ship propulsion system 1 '' with waste heat recovery, e.g. for a big container ship.
  • a drive system 100 according to FIG 3 is integrated.
  • the same reference numerals as in FIGS. 1 to 5 designate the same elements.
  • the drive system of the ship's drive system 1 '' has a designed as a slow running two-stroke diesel engine main engine 2, which has a ship propeller ⁇ 4 via a propeller shaft 3 for propulsion of the ship.
  • An electric ship network 5 serves to supply electrical equipment and systems on board the ship.
  • critical consumers 6 whose shutdown leads to a blackout aboard the ship and uncritical consumers 7 (for example hotel guest), which do not lead to a blackout.
  • uncritical consumers 7 for example hotel guest
  • FIG. 1 In practice, in each case a larger number of such consumers 6, 7 are supplied with electricity from the ship's network 5.
  • a plurality of generators 8 are provided, which are each driven by a faster than the main engine 2 running auxiliary machine 9.
  • the auxiliary machines 9 are usually high-speed four-stroke diesel engines with an output of, for example, up to 5 MW.
  • a generator 8 and a diesel engine 9 are combined to form a diesel generator unit 10.
  • a wave generator / motor 11 is mechanically coupled to the propeller shaft 3 and electrically connected to the marine network 5 via an inverter 51 and a transformer 35.
  • the converter 51 is designed as a DC-DC converter and consists of a motor-side
  • the shaft motor / generator 11 is designed as a slow-running synchronous machine and preferably acts directly without intervening transmission on the propeller shaft 3.
  • the shaft motor / generator 11 can also be coupled via a gearbox to the propeller shaft 3 or coupled to the crankshaft of the main engine 2 , at the end, which is spaced from the propeller shaft 3.
  • the exciter current I E for the wave generator / motor 11 is likewise obtained from the ship's network 5 and controlled and regulated by means of an exciter current converter 15.
  • the shaft generator / motor 11 can be operated either as a motor or as a generator.
  • the engine operating electrical power from the ship's network 5 into mechanical energy for turning on is then ⁇ driving the ship's propeller 4 converted.
  • Power reserves in the ship's network 5 can thus be used to increase the propulsion power of the ship, which either increases the ship's speed or at the same time
  • the main engine 2 can be relieved.
  • the generator mode of the mechanical energy Pro ⁇ pellerwelle 3 is converted into electrical energy for the ship network. 5
  • power reserves of the main machine 2 can be used to generate energy for the ship's network 5.
  • the rated power of the wave motor / generator 11 is for this purpose at least 5% of the rated power of the main engine 2.
  • the control and regulation of the wave generator / motor via the inverter 51 and an excitation power converter 15 is effected by a common, preferably be in digital technology ⁇ Convicted , Control system 16.
  • the power converter 13, the Converter 14 and the excitation converter 15 are hereby independently controllable and controllable by the control and regulation system 16.
  • control and regulating system 16 detects the rotational speed of the shaft generator / motor, the motor voltage, motor frequency, intermediate circuit current, mains voltage and mains frequency via measuring devices not shown in greater detail.
  • the turbine 500 of a device 100 is the hot exhaust ⁇ stream 510, which flows from the not shown here in detail combustion system of the main engine 2, respectively.
  • the compressed air stream 410 'then provided by the compressor 400 is fed to the combustion system of the main engine 2 where it is burned together with the fuel stream 900 to the hot exhaust gas.
  • the electric motor / generator unit 200 is electrically connected to the ship's network 5 via a further converter 51 'and a further transformer 35'.
  • the excitation current I E 'for the electric motor / generator unit 200 is likewise obtained from the ship's network 5 and controlled and regulated by means of a further exciter power converter 15'.
  • Additional inverters 51 ' is like the inverter 51 is formed and comprises further power converter 13 'Power converter 14'.
  • the further power converter 13 ', the further power converter 14' and the further exciter power converter 15 ' are also controlled and regulated independently by the control and regulation system 16.
  • the cooling unit 130 for the electric motor / generator unit 200 has not been shown here for a better overview.
  • a waste heat recovery system 20 converts residual heat of the main engine 2, which exceeds the lower energy, from the turbine 500 escaping exhaust stream 510 'purelyge ⁇ is, in electrical energy for the ship's network 5 to.
  • heat is transferred from the lower-energy exhaust gas stream 510 'via a heat exchanger 21 to a steam cycle, not shown, into which a steam turbine 22 is switched GE , which is coupled to a turbo-generator 23.
  • the electrical energy generated by the turbogenerator 23 is fed into the ship's network 5.
  • a software-controlled power management system 30 ensures the need-based provision of electrical energy for the various consumers 6, 7 and switches depending on the requirement and available power via switches 31, 32, 32 ', 33, 33' individual consumers 6, 7, Diesel generator sets 10, the turbogenerator 23, the wave generator / motor 11 or the electric motor / generator unit 200 to the ship's network 5 to or from.
  • the power management system 30 is for this purpose via control lines 34 or other communication links with the switches 31, 32, 32 ', 33, 33', the diesel generator sets 10, the control and regulation system 16 and a non-illustrated control and regulating system of the Waste heat recovery system 20 connected.
  • the primary objective in the operation of the ship propulsion system 1 is to feed the entire electrical energy available from the device 100 and the waste heat recovery system 20 into the ship's network 5.
  • the power management system 30 relieves the diesel generator sets 10 and, if possible, even shuts them off.
  • the fuel and operating costs and Emissio ⁇ nen the diesel generator sets 10 can be significantly reduced. If the electric motor / generator unit 200 and / or the waste heat recovery system 20 generates even more energy than is needed for the electric ship consumers 6, 7, then with this energy surplus the wave generator / motor will become 11 operated in engine operation and thus given an additional driving force ⁇ on the propeller shaft 3. In this case, only the Be ⁇ drive motor / Generatorein- standardize 200 and / or the exhaust heat recovery system 20 thus feeds electric energy into the ship network see a; the diesel generator sets 10 are switched off, however.
  • the wave generator / motor is switched from motor operation to generator operation within less than 1 second of fault signaling.
  • the energy requirement of the ship's network 5 is fed from the energy stored in the intermediate circuit capacitor 52, 52 '. This takes a short time the Energyver ⁇ supply to the critical load 6 and feeds this energy into the ship network 5, and such that tensioning ⁇ voltage and frequency of the ship network 5 does not fall below a specified differently in each case surrounded limit.
  • the limits are chosen so that a safety shutdown of the critical ship consumers 6, which leads to a blackout of the
  • control and regulating system 16 has a signal input, which is connected via the line connection 36, ie, by a "hard” wiring, directly to a signal generator of the electric motor / generator unit 200 and the waste heat recovery system 20 for a noise release.
  • the signal generator is an unspecified dargestell ⁇ ter floating auxiliary contact of the switch 32, 32 'which is opened in case of failure, the electric motor gate unit / generation 200 and / or the turbo-generator 23 network from the ship 5 to separate.
  • GTOs, IGBTs or IGCTs can be used to control both the turn-on and turn-off times.
  • control and regulation system 16 transmits the wave generator / motor 11 via the converter 51 and the power converter 15 or the electric motor / generator unit 200 via the converter 51 'and the inverter Converter 15 'in motor mode and generator mode with the same control mode.
  • the wave generator / motor 11 as well as the electric motor / generator unit 200 is torque-controlled both in engine operation and generator operation and thus propor ⁇ tionally absorbed or discharged electrical power, since the speed changes relatively slowly.
  • the wave generator / motor 11 as well as the electric motor / generator unit 200 is torque-controlled both in engine operation and generator operation and thus propor ⁇ tionally absorbed or discharged electrical power, since the speed changes relatively slowly.
  • the main engine is the
  • Electric motor / generator unit 200 operated in engine operation and fed electrical energy from the ship's network 5 to the drive shaft 300 (see FIG 1) continue to accel ⁇ nigen and thereby provide the short-term required large amount of compressed air as quickly as possible.
  • a device 100 could not only, as shown in Figu ⁇ ren 4 to 6, the exhaust gas stream of the main engine ver ⁇ values. 2
  • the exhaust gas flows of the auxiliary machines 9 can - individually or in summary - at least one other
  • Device 100 are supplied to provide in the generator mode of the respective electric motor / generator unit electrical energy that can be fed into the ship's network 5, or to react to load changes on the auxiliary machinery 9 in engine operation and required by an auxiliary machine 9 amount of compressed Provide air at short notice.
  • a DC intermediate circuit can also be used, as shown in an embodiment according to DE 10 2006 020 144 A1.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Eletrric Generators (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un dispositif (100) comprenant : - une unité moteur électrique/générateur (200) pouvant passer d'un mode moteur à un mode générateur et inversement, et pourvue d'un stator (200a) et d'un rotor (200b), lequel comprend un axe de rotation (200c), ainsi qu'un arbre d'entraînement (300) disposé de manière concentrique par rapport à l'axe de rotation (200c) du rotor et relié au rotor (200b), - un compresseur (400), et - une turbine (500), laquelle est montée sur une face du rotor (200b) opposée à la roue de compresseur (400a). Le compresseur (400) et la turbine (500) sont disposés en étant désaccouplés l'un de l'autre au moyen d'un ensemble de désaccouplement (600a, 600b). Au moins deux ensembles de désaccouplement (600a, 600b) sont présents, un premier ensemble de désaccouplement (600a) parmi les ensembles de désaccouplement (600a, 600b) étant disposé entre le compresseur (400) et l'unité moteur électrique/générateur (200), et un second ensemble de désaccouplement (600b) étant disposé entre la turbine (500) et l'unité moteur électrique/générateur (200).
EP14726329.7A 2013-06-03 2014-05-06 Dispositif et système d'entraînement comprenant un tel dispositif, en particulier pour navires Withdrawn EP2986829A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013210255.0A DE102013210255A1 (de) 2013-06-03 2013-06-03 Vorrichtung sowie eine solche umfassendes Antriebssystem, insbesondere für Schiffe
PCT/EP2014/059154 WO2014195070A1 (fr) 2013-06-03 2014-05-06 Dispositif et système d'entraînement comprenant un tel dispositif, en particulier pour navires

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EP2986829A1 true EP2986829A1 (fr) 2016-02-24

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EP (1) EP2986829A1 (fr)
KR (1) KR20160003197A (fr)
CN (1) CN105264192A (fr)
DE (1) DE102013210255A1 (fr)
SG (1) SG11201509334SA (fr)
WO (1) WO2014195070A1 (fr)

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JP6228938B2 (ja) 2015-01-05 2017-11-08 三菱重工業株式会社 内燃機関の起動装置及び方法
GB2535617B (en) 2015-01-05 2020-08-12 Borgwarner Inc Electrically driven compressor-expander for a turbocharged engine system and associated flow control valves
NO2748644T3 (fr) * 2015-04-29 2018-02-17
DE102015007941B3 (de) * 2015-06-19 2016-11-17 Peter Andersen Energieversorgungs- und Antriebsanlage für Schiffe und Offshore-Einheiten
CN107620616A (zh) * 2016-07-15 2018-01-23 西门子公司 一体式发电系统及发电方法
CN106150677A (zh) * 2016-08-30 2016-11-23 潍柴动力股份有限公司 一种电子涡轮增压器、发动机以及交通工具
CN106979069A (zh) * 2017-03-23 2017-07-25 山西汾西重工有限责任公司 一种基于船用直流组网的柴油发电机组及其启动方法
CN108599507B (zh) * 2018-06-29 2024-07-26 招商局金陵鼎衡船舶(扬州)有限公司 一种船用抱轴式永磁发电机及其安装方法

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DE102006020144B4 (de) 2006-05-02 2008-06-26 Siemens Ag Verfahren zum Betrieb eines Schiffsantriebssystems mit Abwärmerückgewinnung sowie Schiffsantriebssystem mit Abwärmerückgewinnung
JP2008121466A (ja) * 2006-11-09 2008-05-29 Toyota Motor Corp 電動過給機
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DE102013210255A1 (de) 2014-12-04
CN105264192A (zh) 2016-01-20
KR20160003197A (ko) 2016-01-08
SG11201509334SA (en) 2016-01-28
WO2014195070A1 (fr) 2014-12-11

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