EP4267456A2

EP4267456A2 - A method for energy efficiency and an equipment operating according to this method

Info

Publication number: EP4267456A2
Application number: EP21916023.1A
Authority: EP
Inventors: Akin ARTUN; Hakki Baran ÖZDAMAR
Original assignee: Bma Teknoloji AS
Current assignee: Bma Teknoloji AS
Priority date: 2020-12-28
Filing date: 2021-12-09
Publication date: 2023-11-01
Also published as: EP4267456A4; TR202022038A2; WO2022146340A3; WO2022146340A2

Abstract

In order to provide energy efficiency and/or low fuel consumption and/or reduction in emissions and/or maintenance costs, the invention relates to an equipment (10) and a power management method (100) for the efficient operation of said equipment (10), wherein the equipment comprises - at least two simultaneously synchronized energizers (10.1) comprising at least one propulsion (10.10), at least one rotating electrical machine (10.11) which is synchronous or asynchronous or permanent magnet suitable for the inverter application, at least one inverter (10.12) which applies the reverse torque to the rotating electrical machine (10.11) and enables the energy (regenerative energy) released as a result of braking to be used, at least one control unit (10.13) comprising at least one human-machine interface (10.130) which enables monitoring the measurements of the propulsion (10.10) and electrical machine (10.11) and inputting the torque / speed curves, system alarms and other parameters (safety margin, reserved power amount, machine ramp speed time, virtual timers) to the system, at least one power management system (10.2) comprising at least one control unit (10.20) which generates a start or stop signal between the diesel energizers (10.1) depending on the load (10.4) that it measures, at least one energy distribution element (10.3), at least one load (10.4) comprising at least one inverter (10.40) with at least one rectifier and at least one grid converter (10.41) to drive any motor such as a propeller and/or fan motor and/or pump motor at variable speed and/or at least one energy storage unit (10.5), and the control units (10.13 and/or 10.20 and/or 10.42) which control said load (10.4) and energizers (10.1) and provide the communication therebetween, and which enable to energize the energizers (10.1) with the synchronized and variable speeds and also at a predetermined DC constant voltage value without breaking the capacitors by adjusting the low dv/dt ratio according to the total capacitor value in the energy distribution element (10.3) through the bridge rectifier (full bridge diode rectifier) in the inverter (10.12) and by controlling the excitation of the energizer (10.1) and gradually increasing the voltage value in the energy distribution element (10.3) from zero with the electrical energy previously produced with the help of the reverse diodes in the converter (10.41) without using any pre-charge circuit and/or any external energy source, and which perform the most optimal sharing of the load (10.4) between said energizers (10.1) by the DC voltage droop method as the load (10.4) increases, and which activate/deactivate at least one of the energizers (10.1) depending on the increase/decrease of the load (10.4), and determine the optimal speed in any of them by using the speed/torque curve so that they can provide the required power, and transmit it to the energizer (10.1) as the speed reference, and thus enable the related energizer (10.1) to have a variable speed by controlling the speed with the communication therebetween.

Description

A METHOD FOR ENERGY EFFICIENCY AND AN EQUIPMENT OPERATING ACCORDING TO THIS METHOD

Technical Field

The invention relates to a more energy efficient, environmentally friendly method developed to save extra energy and an equipment operating according to said method for use in the energizers, wind turbines, portable generators, in short, all medium and/or high-speed internal combustion diesel machines, which are used in the maritime sector.

Prior Art

In the international maritime sector, the intensive studies are continued to be carried out on the environmental solutions and efficient use of the energy in line with the future goals. In line with these studies, the alternative energy sources and propulsion systems that provide more efficient use of the energy come to the fore. The diesel machines used in the state of the art become inefficient at the low partial loading and the fuel consumption is high due to the inefficient use of the diesel machines. In addition, an increase in the maintenance costs of the diesel machine is observed and the greenhouse gas emissions are higher due to the fuel that cannot be fully burned.

Today, as in every field, the efficiency in energy use, environmental effects of the fossil fuel use, operating costs during and after the construction of the marine vehicles are also of great importance in the maritime sector. Also, there are serious difficulties in the financial field due to the high maintenance and repair requirements of the today's technology. On the other hand, since preventing air pollution is a global concern, the ecological effects of the greenhouse gas emissions are of great importance. In recent years, the worldwide concerns about the global warming and emissions have increased the demand for the environmentally friendly energy.

The energy efficiency, low fuel consumption and therefore low emission returns of the Hybrid (diesel electric + diesel mechanical) systems have been accepted and applied in the marine vehicles, as in the land vehicles. However, as in the land vehicles, it has led to an increased interest in the energy storage, the most efficient fuel consumption, and the marine vehicles that operate, in some cases, with zero emission, that is, only electricity. At this point, the AC bus has been replaced by the DC bus and this transition has been as follows:

As it is known, the diesel machines in the marine vehicles show efficiency under 85% mcr of load, but become very inefficient at the lower partial loading (loading of 25%, 50% and 75%) and the fuel consumption increases excessively. If the operational profile of the marine vehicle is variable, that is, the power from the generators is variable and the vehicle operates at the powers lower than 85% mcr in the most of the operation, it is a great advantage to use the diesel generator at the variable speeds. In addition, the maintenance and repair costs increase due to the wear of the machine, CO emissions also increase with the wear of the machine, and thus there is a significant increase in the greenhouse gas emissions.

Today, various concept designs applied on the ships powered by the electricity are as follows: a. Fixed frequency and voltage AC system (today’s typical diesel-electric power line) b. Fixed frequency and voltage AC system, LLC construction (low loss concept) c. Variable frequency AC system. d. Full Power AC concept e. DC System concept

On the other hand, in the state of the art, the transitions from AC to DC were made with a thyristor rectifier until 1-2 years ago. However, the passive 6-pulse diode rectifiers are currently used to reduce the costs. Since the thyristor and diode rectifiers do not have the ability to increase the voltage, their alternators are the large alternators which require special design and have a variable frequency but a constant output voltage. Said alternators try to keep the rectified DC bus voltage constant by keeping the AC voltage constant. However, with this method, the total power factor remains at 0.86 and creates 4-5 tons of unnecessary weight and unnecessary costs in a single 2.5Mw alternator.

In addition, the alternators used in the state of the art have the LCL filters and AC/DC inverters. The minimum operating range of said alternators is in the range of 30-50 Hz or 40-60 Hz. It is not possible to go beyond these frequency values. Therefore, these alternators cannot be used in the wind turbines operating at a frequency of 1 Hz, for example, in the low frequency range.

In the patent document no. DE102013202389 in the state of the art, the creation of a DC bus with a speed-independent AC generator and driving a motor from this bus with an inverter are described. In said patent, the generator produces electricity. In the aforementioned patent, a rectifier is used in the generator part and an inverter is used in the consumer part, and there is no use of converters on either side. In the aforementioned patent, the generator speeds are expressed as speed/3, speed/2 and maximum speed and it can operate at 3 predetermined points. In the machine powerspeed graph created in said patent, there is not a control mechanism which can continuously change the generator speed between the idle speed and the maximum speed without being bound to a constant value (infinite RPM). In the aforementioned patent, it is not described that the adaptive speed reference is produced according to the required power. For this reason, the product of said patent does not provide the fuel savings and is not efficient in terms of the aging costs.

Therefore, it is necessary to develop a method and a system operating according to said method, which minimize or eliminate the above-mentioned disadvantages in the state of the art.

Summary of the Invention:

The object of the invention is to realize a more efficient, environmentally friendly method developed to save extra energy and an equipment operating according to said method for use in all medium and/or high-speed internal combustion diesel energizers.

In said equipment, a method of energizing is provided using at least two variable speed energizers and a common DC bus, and in said method, the disadvantages arising from the variability of the power drawn, according to the differences in the type of activity (maneuver, stopping, starting, etc.), from the diesel energizer to be used in various operational activities are eliminated. In the cases such as dynamic positioning, 4 energizers can be active at the same time. In addition, all of them are only loaded at a rate of 'A, that is 25% due to the backup principle. In this case, the speeds of all 4 energizers are brought to a level such that they can provide this energy and consume fuel at the optimum level.

The common DC bus means a bus in which the inverters of the energizers use a DC- DC converter if there is a battery, or the grid converter if the grid is created, or the drivers (inverters) of the engines of both the main thruster and the lateral thruster if there is a ship's propeller, that is, if it is an electrically driven ship.

In order to achieve the object of the invention, easy integration of the energy storage and renewable energy sources into the ship network is provided by the transition of the equipment from the AC bus to the DC bus. Before doing this, the network was made independent of frequency, thus enabling the use of the diesel machine at the variable speed. Thus, 20-30% of fuel savings, reduction in emissions, and 30% of reduction in maintenance and repair costs have been achieved. Therefore, the invention provides low cost, fuel saving, low gas emission, good combustion and reduction in the maintenance costs.

In the invention, a common DC bus that energizers the energizers are formed by combining the control units that control the variable speed-controlled diesel energizers, and thus a diesel propulsion system for the maritime and ship industry is developed and the following advantages are achieved:

- Energy efficiency

- Reduction in fuel consumption

- Low emissions due to the good combustion under the low load conditions

- Frequency-independent grid installation

- Increasing the total power factor (tpf) of the power obtained from the electrical machine from 0.8 to 0.99 with the use of IGBT converter, regenerative energy use and torque control

- Good power management

- Low noise pollution of ~ 5 dB

- Reduction in the number of the rectifiers (AC/DC) in the diesel electric ships with the use of the common DC bus

- Integration of the batteries into the operation system with the energy storage and zero emission with the use of the common DC bus

- Reduction of up to 30% in the maintenance costs. In order to provide energy efficiency and/or low fuel consumption and/or reduction in emissions and/or maintenance costs, the equipment comprises at least two simultaneously synchronized energizers comprising at least one driver, at least one rotating electrical machine which is synchronous or asynchronous or permanent magnet suitable for braking, at least one inverter which applies the reverse torque to the rotating electrical machine and converts the kinetic energy into the electrical energy by trying to brake the electrical machine, at least one control unit comprising at least one human-machine interface which enables monitoring the measurements of the propulsion and electrical machine and inputting the torque I speed curves, system alarms and other parameters (safety margin, reserved power amount, machine ramp speed time, virtual timers) to the system, at least one power management system comprising at least one control unit which generates a start or stop signal between the diesel energizers depending on the load that it measures, at least one energy distribution element, at least one load comprising at least one inverter with at least one rectifier and at least one grid converter to drive any motor such as a propeller and/or fan motor and/or pump motor and at least one energy storage unit, and the control units which control said load and energizers and provide the communication therebetween, and which enable to energize the energizers with the synchronized and variable speeds and also at a predetermined DC constant voltage value without breaking the capacitors by adjusting the low dv/dt ratio according to the total capacitor value in the energy distribution element through the bridge rectifier (full bridge diode rectifier) in the grid converter and by controlling the excitation of the energizer and gradually increasing the voltage value in the energy distribution element from zero with the electrical energy previously produced with the help of the reverse diodes in the converter without using any pre-charge circuit and/or any external energy source, and which perform the most optimal sharing of the load between said energizers as the load increases, and which activate/deactivate at least one of the energizers depending on the increase/decrease of the load, and determine the optimal speed in any of them by using the speed/torque curve so that they can provide the required power, and transmit it to the energizer as the speed reference, and thus enable the related energizer to have a variable speed by controlling the speed with the communication therebetween. In the invention, the electrical machines such as synchronous (brushless-excited or brush-excited) or asynchronous or permanent magnet connected to the diesel energizer can be used. In the equipment used in the invention, the electrical energy is produced from the kinetic energy when the rotating electrical machine is braked by applying the reverse torque. The regenerative energy released by the braking of the electrical machine is transferred to the common DC bus. In the invention, there is no need to generate extra electricity due to the energy released due to the braking of the electrical machine and by using said energy in the DC bus. In other words, a converter is used to convert the energy generated by the braking of these machines into the direct current, but not a rectifier.

In order to provide energy efficiency and/or low fuel consumption and/or reduction in emissions and/or maintenance costs, the equipment comprises at least two simultaneously synchronized energizers comprising at least one propulsion, at least one rotating electrical machine which is synchronous or asynchronous or permanent magnet suitable for the inverter application, at least one inverter which applies the reverse torque to the rotating electrical machine and enables the energy released as a result of braking (regenerative energy) to be used, at least one control unit comprising at least one human-machine interface which enables monitoring the measurements of the propulsion and electrical machine and inputting the torque I speed curves, system alarms and other parameters (safety margin, reserved power amount, machine ramp speed time, virtual timers) to the system, at least one power management system comprising at least one control unit which generates a start or stop signal between the diesel energizers depending on the load that it measures, at least one energy distribution element, at least one load comprising at least one inverter with at least one rectifier and at least one grid converter to drive any motor such as a propeller and/or fan motor and/or pump motor at variable speed and/or at least one energy storage unit, and the control units which control said load and energizers and provide the communication therebetween, and which enable to energize the energizers with the synchronized and variable speeds and also at a predetermined DC constant voltage value without breaking the capacitors by adjusting the low dv/dt ratio according to the total capacitor value in the energy distribution element through the bridge rectifier (full bridge diode rectifier) in the inverter and by controlling the excitation of the energizer and gradually increasing the voltage value in the energy distribution element from zero with the electrical energy previously produced with the help of the reverse diodes in the converter without using any pre-charge circuit and/or any external energy source, and which perform the most optimal sharing of the load between said energizers by the DC voltage droop method as the load increases, and which activate/deactivate at least one of the energizers depending on the increase/decrease of the load, and determine the optimal speed in any of them by using the speed/torque curve so that they can provide the required power, and transmit it to the energizer as the speed reference, and thus enable the related energizer to have a variable speed by controlling the speed with the communication therebetween.

In the machine power-speed graph created in the invention, there is a control mechanism which can continuously change the generator speed between the idle speed and the maximum speed without being bound to a constant value (infinite RPM). In the invention, the adaptive speed reference is also produced according to the required power. For this reason, the product of the invention provides the fuel savings and is very efficient in terms of the aging costs.

Description of the Figures

Fig. 1 is the representative view of the block diagram of the equipment of the invention. Fig. 2 is the flow diagram view of the method of the invention.

Fig. 3 is a representative view of a wind turbine application using a synchronously excited electrical machine.

Description of the Reference Numbers in the Figures

For a better understanding of the invention, the description of the numbers in the figures is given below:

10. Equipment

10.1 Energizer

10.10 Propulsion

10.11 Electrical machine

10.12 Inverter

10.13 Control unit

10.130 Human-machine interface 10.2 Power management system

10.20 Control unit

10.200 Human-machine interface

10.210 Current-voltage measuring unit

10.3 Energy distribution element

10.4 Load

10.40 Inverter

10.41 Grid converter

10.42 Control unit

10.420 Human-machine interface

10.5 Energy storage unit

GN. Grid network

T. T ransformer

U. Excitation unit

LCL. LCL filter

100. Method

Detailed Description of the Invention:

In order to provide energy efficiency and/or low fuel consumption and/or reduction in emissions and/or maintenance costs, the equipment of the invention 10 comprises at least two simultaneously synchronized energizers 10.1 , at least one power management system (PMS) 10.2, at least one energy distribution element 10.3, at least one load 10.4 and/or at least one energy storage unit 10.5.

An energy distribution element 10.3 is a DC bus (Common BUS). The DC bus is a frequency-independent DC line, that is, the conductor line between the consumers and generators.

Said load 10.4 comprises at least one inverter 10.40 and at least one grid converter 10.41 and/or at least one control unit 10.42 to drive any motor such as a propeller and/or fan motor and/or pump motor. Said grid converter 10.41 is a DC/AC converter. If the energy storage unit 10.5 is to be used in the equipment 10 in an embodiment of the invention, the load 10.4 comprises at least one control unit 10.42 comprising at least one human-machine interface 10.420. If there is only the grid converter 10.41 in the load 10.42, the control unit 10.42 is not required. That is, if the load 10.4 is the main driving engine (propeller), there is the human-machine interface 10.420. There is no need for the human-machine interface 10.420 in the lateral thrusters.

Said inverter (10.40) includes at least one rectifier (not shown and not numbered in the figures). Said grid converter 10.41 is an AC network generator.

The power management system (PMS) 10.2 described in the invention comprises at least one control unit 10.20, i.e., a processor, which generates a start or stop signal between the diesel energizers 10.1 depending on the load 10.4 that it measures. The control unit 10.20 comprises at least one human-machine interface 10.200 and at least one current-voltage measurement unit 10.210.

The control unit 10.20 transmits the power per hour (kW/h) consumed by at least one energizer 10.1 and/or its operation and/or stopping to the control unit 10.13 contained in the energizer 10.1.

The energizer 10.1 used in the invention comprises at least one propulsion 10.10, at least one rotating electrical machine 10.11, at least one inverter 10.12 which brakes the rotating electrical machine 10.11 by applying the reverse torque and converts the kinetic energy to the electrical energy, and at least one control unit 10.13.

Said control unit 10.13 includes at least one human-machine interface 10.130. Said human-machine interface 10.130 is an interface which enables monitoring the measurements of the propulsion 10.10 and electrical machine 10.11 and inputting the torque I speed curves, system alarms and other parameters (safety margin, reserved power amount, machine ramp speed time, virtual timers) to the system. In the invention, the efficiency of the energizer 10.1, the efficiency of the propulsion 10.2, the AC and DC voltage ranges of the system, and said parameters required for the load 10.4 simulation are taken into account. Said efficiency changes in direct proportion to the loading.

Said actuator 10.10 may be a medium and/or high-speed diesel machine according to the embodiments of the invention. On the other hand, said electrical machine 10.11 is an electrical machine suitable for braking. Thus, the electrical machine 10.11 may be a synchronous or asynchronous or permanent magnet machine according to the embodiments of the invention. According to an embodiment of the invention, if the electrical machine 10.11 is a synchronous machine, there is a need for a controllable excitation device and an absolute encoder which is a positional information device in order to determine the rotor position. Said absolute encoder is a locator adapted to the shaft of the electrical machine. If the electrical machine 10.11 used in another embodiment of the invention is a permanent magnet (PM) machine, only the absolute encoder is required for the control. That is, when a permanent magnet is used, there is no need for an excitation device, but an absolute encoder is required when it is necessary to know the rotor position (or location). The information on the rotor position is determined and indicated by the absolute encoder. In order to apply torque and brake, the inverter needs said information on the rotor position. If the electrical machine 10.11 used in another embodiment of the invention is an asynchronous machine, the control is provided by a pulse encoder. The pulse encoder continues to give the position information when the power of the asynchronous electrical machine 10.11 is turned off and on again. The energizer 10.1 used in the invention is preferably a synchronous brushless-excited electrical machine 10.11, but in practice it is not limited thereto. The propulsion 10.10 is a diesel machine that turns the electrical machine 10.11, that is, provides it with the kinetic energy. In the invention, the negative torque is applied to this electrical machine 10.11 and thus to the diesel propulsion 10.10 and the regenerative energy is taken. In the invention, the electrical propulsion, battery charging or energy for other consumers is provided with at least one capacitive common DC bus. In the equipment 10, there are 4 different speed set points in case of failure of the unit which gives the speed reference to the propulsion 10.10 using the torque/speed curve. If one fails, the other one is activated.

In the invention, when the permanent magnet or synchronous or asynchronous electrical machine 10.11 is used, the DC bus can be charged by the reverse diodes in the converter without any pre-charge circuit.

The permanent magnet can energize the capacitive DC bus with the dv/dt ratio by controlling the speed ramp with the engines at the start of the diesel machine. In the invention, an inverter is used both in the generator (energizer 10.1) part and in the consumer (grid converter, AC bus, main and lateral thrusters, all AC or DC loads in the application, etc.) part. Briefly, the reverse torque is applied to the electrical machine 10.11 contained in the equipment 10 of the invention, the machine is braked, and DC energy is produced by converting the kinetic energy into the electrical energy.

When the asynchronous electrical machine 10.11 is used, it is necessary to use the energy storage unit 10.5 or an external energy source such as UPS, which will energize the DC bus.

The control unit 10.13 contained in the energizer is a programmable logic controller (PLC) for the variable speed energy provider 10.1 , but in practice it is not limited thereto. In the preferred embodiment of the invention, 3 control units 10.0 are used. If 2 energizers 10.1 and 1 load are to be used in said embodiment, two of the control units 10.0 control these energizers 10.1 and the other one controls the load 10.4. In said embodiment, there is a synchronization and communication between 3 control units 10.0. In the invention, said synchronization and communication provides a power management method 100. While designing the power management method 100, the efficient use of energy is ensured with some calculations by entering various parameters. Therefore, the equipment 10 of the invention is operated with a power management system (PMS).

The electrical load 10.4 used in the invention is preferably at least one electrically driven propeller of a ship and/or other energy consumers required by the ship, but in practice it is not limited thereto. Preferably, two energizers 10.1 are used in the invention. Thus, the energizers 10.1, hence the propulsions 10.10 driving the load 10.4, share the load 10.4.

The propulsion 10.10 used in the invention is a diesel machine, but in practice it is not limited thereto. The energy storage unit 10.5 is a battery, but in practice it is not limited thereto.

The grid converter 10.41 synchronizes the asynchronous energizers 10.1 when they present in the equipment 10. In order to achieve this, first of all, the capacitive common DC bus must be active. Therefore, the first thing to do is to activate the DC bus. If a synchronous and/or PM electrical machine 10.11 is used in the energizer 10.1, the current limiting dv/dt (voltage rise rate) ratio is controlled and the common DC bus is primarily charged with the low dv/dt and with the reverse bridge rectifiers included in the load 10.4. Thus, there is no need to use a pre-charge circuit. Substantially, the energy is obtained by applying the reverse torque. That is, the electrical machine 10.11 is braked by applying a torque to the electrical machine 10.11 in the opposite direction of rotation, and DC energy is generated by converting the kinetic energy into the electrical energy. Therefore, the maximum values of the speed-torque curve of the propulsion 10.10 are not exceeded. On the other hand, when the load 10.4 is increased, the speeds of the energizer 10.1 also increase, and vice versa. In an exemplary embodiment of the invention, the speed dependent torque curve of the CAT 3516 diesel machine is given in Graph-1.

According to said graph, if a torque of 9880 Nm is applied at a speed of 1100 rpm, the energizer 10.1 breaks down. To prevent this, a new curve is created (Graph-1, the gray curve under the top curve) under the actual speed/torque curve (Graph-1 , the top black curve) of said energizer 10.1 and the energizer 10.1 is loaded at the most optimal time without exceeding the values in the created torque curve. That is, even if the load 10.4 is increased, the increase in the speed of the energizer 10.1 is prevented due to the communication between the control units 10.13 and/or 10.20 and/or 10.42, this happens when its own control unit 10.0 allows the other energizer 10.1 to share this load 10.4 at the most optimal time. That is, it is very important the time when the transition from one energizer 10.1 to another is performed. The communication between the control units 10.13 and/or 10.20 and/or 10.42 also sets this time. In addition, for said adjustment, the control units 10.13 and/or 10.20 and/or 10.42 allow the energizer 10.1 to have the variable speed for ensuring that it reaches the optimum speed. Thus, the power factor of the energizer 10.1 equals 1 in the equipment 10 of the invention. In summary, according to this calculation, in the invention, there is a power management method 100 and an equipment 10 operating according to the said method 100, which can adjust the speed and therefore the frequency of the energizers 10.1 according to the activated loads 10.4.

Graph-1 : A speed dependent maximum torque curve for a diesel energizer 10.1 used in an embodiment and a new speed-torque curve (Regen Curve) to be followed with a safety margin created for use in the algorithm

The area between the black curve and the dark gray curve can be used temporarily The machine will tend to stop if the black curve is exceeded.

The amount of fuel consumed by the energizers 10.1 operating with said power management method 100 is also very low, thus providing fuel savings. In Graph-2, the amount of fuel consumed by an energizer 10.1 used in an embodiment of the invention is given according to its kW loading.

Graph-2: The amount of fuel consumed by an energizer 10.1 per its kW loading

The dashed line curve in Graph-2 is the amount of fuel consumed by the constant speed energizer 10.1 per kW. In the lower continuous line curve, the variable speed is shown. If 300 kW is loaded onto the constant speed energizer 10.1 in the upper curve, it consumes 308 g of fuel per kW. As an example, the SFOC cut-off kW curves of the diesel machine Cat 3516 are shown in Graph-2 in the fixed and variable speed use.

• 210 g of fuel at the load of 1600 kW at constant speed, 193 g of fuel at the load of 1600 kW at variable speed

• 228 g of fuel at the load of 811 kW at constant speed, 205 g of fuel at the load of 811 kW at variable speed

• 248 g of fuel at the load of 474 kW at constant speed, 213 g of fuel at the load of 474 kW at variable speed

• 308 g of fuel at the load of 300 kW at constant speed, 216 g of fuel at the load of 341 kW at variable speed

That is, the constant speed energizer 10.1 consumes more than 30% of fuel.

The control unit 10.13 provides the energy at a predetermined constant voltage value without breaking the capacitors used as the electrical load storage units by adjusting the low dv/dt ratio according to the total value of the capacitor used as the electrical load storage unit in the common bus through the bridge rectifier (full bridge diode rectifier) in the inverter 10.12 by controlling the synchronous brushless excitation of the energizer 10.1, and by gradually increasing it from zero without using any pre-charge circuit and/or without charging the common DC bus with any external energy source. Since there is no power, the starting speed of the energizer (10.1) goes down from 1800 rpm. As the load 10.4 increases, the speed and frequency value decrease. While the speed and frequency decrease, the DC bus is still kept constant at a predetermined voltage value. The reason for this is that the electrical machine 10.11 is braked by applying the torque to the electrical machine 10.11 in the opposite direction of rotation, and the energy released by applying the reverse torque to the electrical machine 10.11 is used to keep the common DC bus constant at a predetermined voltage value. When the reverse torque is applied to the electrical machine 10.11, the reverse torque is also applied to the propulsion 10.10 since the electrical machine 10.11 is coupled to the propulsion 10.10, that is, to the diesel machine. In this way, the actuator 10.10 is loaded at the optimum level. In one embodiment of the invention, the predetermined constant voltage value is 750 V, but in practice it is not limited thereto. In another embodiment of the invention, the predetermined constant voltage value is 1000 V, but in practice it is not limited thereto. In said energizing, it is important to allow charging with the diode which is the bridge rectifier in the converter 10.41, and to use the brushless synchronous energizer 10.1. However, the excitation in the energizer 10.1 is controlled in this way and the DC common bus is energized. In the invention, the frequency is reduced up to 1 Hz by synchronously using the energizers 10.1. Thus, the equipment (10) can also be used partially in a wind turbine. In another embodiment of the invention, the equipment 10 comprises at least one electrical machine 10.11 , at least one inverter 10.12, at least one control unit 10.13 comprising at least one Human-Machine interface 10.130 and at least one grid converter 10.41. In said embodiment, instead of the diesel propulsion 10.10, the wind turbine blades rotating with the wind power turns the electrical machine 10.11 (Figure-3).

This is achieved by eliminating the necessity of combining the LCL filter and AC/DC inverter used in the state of the art, and a reduction to the 1-Hz frequency values is provided by using only the converter 10.41 in the invention. Said frequency values are provided by applying torque to the electrical machine 10.11 in the opposite direction of movement direction by the converter 10.41. By keeping the DC bus at a constant voltage value, the energizer 10.1 is brought to said low frequency values.

In order to provide the necessary energy in the microgrid (ship, building networks, etc.), the optimum loading of the diesel energizer 10.1 is provided by adjusting the speeds of the diesel energizers (10.1) at the optimum time. When the speed dependent torque values of any diesel energizers 10.1 at at least one, preferably 5 or 6 points are entered as the data values into the method 100 for the calculation, the speed at which the diesel energizer 10.1 should operate is determined by the communication between the control units 10.13 and/or 10.20 and/or 10.42, the governor of the diesel energizer 10.1 is controlled and the energy providers 10.1 are brought to the desired speed thanks to the method 100 developed between the idle speed and 100% rpm. By entering the speed and torque values, the torque and speed are converted to kWm (kW mechanics) according to some formulas. The electricity is converted from kWm. Hereby, the optimum adjustments are made so as not to break the energizer 10.1. In general, with the speed dependent torque curve used to protect the diesel energizer 10.1 in case of sudden loading of the equipment 10, and with the safe area set values that can be changed, and by reducing the DC voltage dependent on the droop load 10.4 in the common DC bus, that is, by using the maximum common DC voltage at the load 10.4 of 0% (dropping to 95-90% of the common DC bus voltage at the load 10.4 of 100%), the diesel energizer 10.1 is prevented from stopping or breaking down due to the overload. The equipment 10 can operate with a power management method 100 and/or alone without using any power management method 100. This is because the PLC control of each variable speed energizer 10.1 includes all the necessary speedtorque curve information of the method 100 and all other control functions.

When the equipment 10 is operated, the control unit 10.0 activates a diesel energizer

10.1 operating at a minimum speed and allows the diesel energizer 10.1 to reach the rpm value at which it will be optimally loaded by using the speed-torque curve according to the instantaneous load 10.4. Since the required torque value should increase as the load 10.4 increases, the control unit 10.0 increases the speed of the energizer 10.1 in a controlled manner by using the torque-speed curve of the energizer 10.1. When the energizer 10.1 reaches its maximum speed, the control unit 10.0 activates or deactivates the energizers 10.1 as much as the number of the energizers

10.1 used in the equipment 10 and according to the load 10.4. Thus, the communication between the control units 10.13 and/or 10.20 and/or 10.42 activates the operating function depending on the load 10.4 to meet the required load 10.4. The communication between the control units 10.13 and/or 10.20 and/or 10.42 shares the load 10.4 between preferably at least two energizers 10.1 used in the invention by the DC voltage droop by making the said adjustments. If the two energizers 10.1 are not at the optimum loading speed, the communication between the control units 10.13 and/or 10.20 and/or 10.42 drives the diesel energizers 10.1 to the optimum loading speed. When a new extra load 10.4 occurs, the communication between the control units 10.13 and/or 10.20 and/or 10.42 uses again the speed-torque curves of the energizers

10.1 connected in parallel and drives the speed values to the optimum speed so that the two energizers 10.1 can meet the new load 10.4. In the method 100, the calculation is made and the required power is defined. Said power is converted into the mechanical power, and the rpm value which is the equivalent of the mechanical power is defined, and the energizers 10.1 are brought to those speed values by the communication between the control units 10.13 and/or 10.20 and/or 10.42. After a set of parameters are defined, all adjustments in the equipment 10 are automatically carried out by the communication between the control units 10.13 and/or 10.20 and/or 10.42. The energizers 10.1 convert both the electrical load 10.4 and the safety margin into the mechanical power. The mechanical power calculates the torque of the energizer 10.1 and the speed of the energizer 10.1 is adjusted by the communication between the control units 10.13 and/or 10.20 and/or 10.42 according to the speed value corresponding to the calculated torque. The formulas applied to the equipment 10 are given below in Table-1:

Table 1 : Calculations with formulas applied to the equipment 10

The speed of the energizer 10.1 for meeting the instantaneous power is not sufficient to meet a sudden load 10.4. Therefore, it should be understood from the calculation in the first line of Table 1 that there is enough power to energize instantly the load of up to 10% - 15%, faster than the normal rpm value.

Graph-3: Speed-power curve of the diesel propulsion 10.10

The diesel propulsions 10.10 characteristically produce the same power in the two speed ranges when they approach their combustion speed. For example, as can be seen in Graph-3, 2350 kWm is produced in the range of 1500-1800 rpm. Therefore, activating the next energizer 10.1 at 1500 rpm in order to prevent the aging of the propulsion 10.10 provides a reduction in the maintenance and repair costs and therefore a positive effect on aging. With this unexpected effect, the point determined for switching between the energizers 10.1 is also the best point for the fuel saving. Graph-4 also supports the same result.

The set of the formulas in the table is applied for the energizers 10.1 to operate efficiently. By calculating how much the speed of the diesel energizer 10.1 will increase or decrease with said formula, the control unit 10.20 in the PMS transmits it to the control unit 10.13 contained in the energy provider 10.1 , and the propulsion 10.10 and thus the energizers 10.1 are prevented from breaking down by remaining within the limitations created by the speed/torque curve. Therefore, as mentioned above, a control unit 10.20 allows at least one energizer 10.1 to be operated and/or to be stopped with the information, such as power consumed per hour in kW/h, transmitted to the control unit 10.13 contained in the energizer 10.1 as a result of the calculations. Description of the parameters in the formula:

(kWe)Setpoint Active and expected consumption in kWe in the network

DG Speed (RPM): RPM speed of the diesel energizer (or generator) DG Torque (N.m): Torque value of the diesel energizer (or generator) P(kWe) Setpoint-. Total electrical power expected to be received from the energizer P(kW)Propulsion setpoinf. Total amount of power received and/or expected to be received from the main propulsion

(kW)Bow thruster setpoint'. The total amount of power received and/or expected to be received from the lateral thruster

P(kW) MicroGrid actual-. Total amount of power received and/or expected to be received from the micro-network (AC bus)

P(kW)Battery pack charging: Total power received by the battery pack while charging P(kW)Battery pack de-charging: Total power generated by the battery pack while decharging

P(kW) Reserve: Reserve power amount reserved for the unexpectedly activated consumers

The calculation in the first line of the table is performed with the control unit 10.20 of the power management system. The first line gives the sum of all power consumed and generated.

Based on the fact that how many energizers 10.1 are in the DC bus, the calculations in the lines after the first line are made by the control unit 10.13. For example, when 3 energizers are used in the equipment 10 of the invention, this value becomes 1000 kW (3000/3 = 1000 kW) for each energizer and is applied to the energizers 10.1 if the power value calculated by the control unit 10.13 is 3000 kW. It is estimated that 1000 kW will be requested, and the required torque is applied based on the RPM set point. For this purpose, each control unit 10.13 of the energizer makes its own efficiency calculations, determines the appropriate RPM set value from the kWm/speed curve obtained from the torque/speed curve of its own propulsion 10.10 and applies it to the propulsion 10.10.

The activation and deactivation of n energizers 10.1 to be used in the invention depending on the load 10.4 are performed at the optimum point by using the Specific Fuel Oil Consumption (SFOC) curves of the energizers 10.1 in the microgrid (Graph- 4).

Graph-4: The power-dependent SFOC curve of the energizers 10.1

As seen from Graph-3, when the second one is activated at the time in which the first energizer 10.1 is active, the total power is divided by the number of the energizers 10.1 without any loss of power and said energizers 10.1 are brought to the new speed values from their own speed values by these power values, so that their efficiency is not lost.

An energy management method 100 of the invention for providing energy efficiency and/or low fuel consumption and/or reduction in emissions and/or maintenance costs is designed and carried out according to the following steps: energizing firstly the common DC bus with the low dv/dt and reverse bridge rectifiers contained in the inverter 10.12 by controlling the dv/dt (voltage rise rate) ratio which induces the current in at least one energizer 10.1 101 (Graph-5) creating a new curve with the speed-dependent torque values at at least one, preferably 5 or 6, points, so that any energizer 10.1 used in the equipment 10 remains under the actual speed & torque curve, and determining the speed at which the energizer 10.1 should operate without exceeding the values in the created torque curve by the control unit 10.13, and bringing the energizers 10.1 to the desired speed 102.

The steps of sharing the load according to the instantaneous load 10.4 and the extra load 10.4 that may be activated/deactivated in order for the energizers 10.1 mentioned in step 102 to reach the desired speed and providing the energizers 10.1 to reach the optimum rpm value and thus the frequency values at the most optimum time by using the speed - torque curve are provided depending on the communication between the control units 10.13 and/or 10.20 and/or 10.42. The energizer 10.1 can be sized according to the needs of the ship which will cruise with the zero emissions, and can only be driven by the electricity.

According to the technical specifications of the components of the equipment 10, all the electrical, signal, and communication projects are made ready for the production by preparing the electrical projects showing the system-system and system-control connections and the connections between all the alarm and control products in the system with the help of 3D simulation.

Graph-5- Charging the DC bus with the low dv/dt ratio when using the synchronous and/or permanent magnet electrical machines 10.11

In another aspect, the alternating current requirement of a marine vessel with a common DC bus will be met by converting the DC voltage, which will be taken from the common DC bus, to the AC voltage by the IGBT converters. Within the scope of the current studies, with the power control method 100, the variable speed diesel propulsion 10.10 receives the variable speed DC energy for the frequency-independent energy generation by means of the synchronous energizers 10.1 integrated into the ship’s main engine or wind turbines and collects said energy in a common DC bus and provides it to be retransmitted at the required AC voltage and frequency.

In summary, with the equipment 10 which adjusts itself according to the required load and the power management method 100 according to the invention, the variable speed energizer 10.1 and the common DC bus solution will include the innovative applications which will eliminate the problems of the inefficient management of the energy in the existing systems. For example, if the equipment 10 is to be used on a ship, the ship requires loading or load 10.4 when the ship needs acceleration or maneuvering. An equipment 10 managed with a power control method 100 for the efficient use of energy while requiring the load 10.4 has been realized with the invention. Thus, the project outputs will be obtained, which will be preferred in the marine vehicles to be used for the different operational activities. With the equipment 10 and method 100 to be developed, the high fuel consumption, inefficient use of energy and the release of the harmful emission gases will be prevented.

Industrial Applicability of the Invention:

The method 100 and equipment 10 of the invention are industrially applicable for use in the energizers 10.1 , wind turbines, portable generators, in short, all high-speed internal combustion diesel machines operating according to the method 100 in the maritime sector.

The invention is not limited to the above exemplary embodiments, and the person skilled in the art can readily present other different embodiments of the invention. These should be considered within the protection scope of the invention claimed by the claims.

Claims

23

CLAIMS An equipment (10) for providing energy efficiency and/or low fuel consumption and/or reduction in emissions and/or maintenance costs, characterized in that it comprises

- at least two simultaneously synchronized energizers (10.1) comprising at least one propulsion (10.10), at least one rotating electrical machine (10.11) which is synchronous or asynchronous or permanent magnet suitable for the inverter application, at least one inverter (10.12) which applies the reverse torque to the rotating electrical machine (10.11) and enables the energy (regenerative energy) released as a result of braking to be used, at least one control unit (10.13) comprising at least one human-machine interface (10.130) which enables monitoring the measurements of the propulsion (10.10) and electrical machine (10.11) and inputting the torque I speed curves, system alarms and other parameters (safety margin, reserved power amount, machine ramp speed time, virtual timers) to the system, at least one power management system (10.2) comprising at least one control unit (10.20) which generates a start or stop signal between the diesel energizers (10.1) depending on the load (10.4) that it measures, at least one energy distribution element (10.3), at least one load (10.4) comprising at least one inverter (10.40) with at least one rectifier and at least one grid converter (10.41) to drive any motor such as a propeller and/or fan motor and/or pump motor at variable speed and/or at least one energy storage unit (10.5), and the control units (10.13 and/or 10.20 and/or 10.42) which control said load (10.4) and energizers (10.1) and provide the communication therebetween, and which enable to energize the energizers (10.1) with the synchronized and variable speeds and also at a predetermined DC constant voltage value without breaking the capacitors by adjusting the low dv/dt ratio according to the total capacitor value in the energy distribution element (10.3) through the bridge rectifier (full bridge diode rectifier) in the inverter (10.12) and by controlling the excitation of the energizer (10.1) and gradually increasing the voltage value in the energy distribution element (10.3) from zero with the electrical energy previously produced with the help of the reverse diodes in the converter (10.41) without using any pre-charge circuit and/or any external energy source, and which perform the most optimal sharing of the load (10.4) between said energizers (10.1) by the DC voltage droop method as the load (10.4) increases, and which activate/deactivate at least one of the energizers (10.1) depending on the increase/decrease of the load (10.4), and determine the optimal speed in any of them by using the speed/torque curve so that they can provide the required power, and transmit it to the energizer (10.1) as the speed reference, and thus enable the related energizer (10.1) to have a variable speed by controlling the speed with the communication therebetween.

2. An equipment (10) according to claim 1 , characterized by a control unit (10.20) comprising at least one human-machine interface (10.200) and at least one current-voltage measurement unit (10.210).

3. An equipment (10) according to claim 2, characterized by a control unit (10.20) which transmits the power per hour (kW/h) consumed by at least one energizer (10.1) and/or its operation and/or stopping to the control unit (10.13) contained in the energizer (10.1).

4. An equipment (10) according to claim 3, characterized by a control unit (10.13) which is a programmable logic controller for the variable speed energizer (10.1).

5. An equipment (10) according to claim 4, characterized by a brushless-excited synchronous electrical machine (10.11).

6. An equipment (10) according to claim 5, characterized by a variable speed, preferably diesel, propulsion (10.10).

7. An equipment (10) according to claim 6, characterized by an energy distribution element (10.3) which is a DC bus.

8. An equipment (10) according to claim 7, characterized by a load (10.4) which is at least one electrically driven propeller of a ship and/or other energy consumers required by the ship. An equipment (10) according to claim 8, characterized by a grid converter (10.41) which is a DC/AC converter. An equipment (10) according to claim 9, characterized by a grid converter (10.41) which synchronizes the asynchronous energizers (10.1) when they present in the equipment (10). An equipment (10) according to claim 10, characterized by an energy storage unit (10.5) which is a battery. An equipment (10) for using in a wind turbine, characterized in that it comprises

- at least one electrical machine (10.11), at least one inverter (10.12), at least one control unit (10.13) comprising at least one Human-Machine interface (10.130) and at least one grid converter (10.41). An energy management method (100) for providing energy efficiency and/or low fuel consumption and/or reduction in emissions and/or maintenance costs, characterized by the steps of

- energizing firstly the common DC bus with the low dv/dt and reverse bridge rectifiers by controlling the dv/dt (voltage rise rate) ratio which induces the current in at least one energizer (10.1) (101),

- creating a new curve with the speed-dependent torque values at at least one, preferably 5 or 6, points, so that any energizer (10.1) used in the equipment (10) remains under the actual speed & torque curve, and determining the speed at which the energizer (10.1) should operate without exceeding the values in the created torque curve by the control unit (10.13), and bringing the energizers (10.1) to the desired speed (102). An energy management method (100) according to claim 13, characterized by the steps of sharing the load according to the instantaneous load (10.4) and the extra load that may be activated/deactivated in order for the energizers (10.1) mentioned in step 102 to reach the desired speed, and providing the energizers (10.1) to reach the optimum rpm value and thus the frequency values at the most optimum time by using the speed - torque curve, depending on the communication between the control units (10.0).