NL8702588A - DOUBLE ROTATING ELECTRICAL MOTOR / GENERATOR. - Google Patents

Description

- i - * it \ *

DOUBLE-RECTANT ELECTRISIAN MDT0R / 6ENERAT0R

The invention relates to an electric motor / generator which is characterized by a double rotating construction by means of an assembled planetary gear system and double bearings, in addition to the applications, controls, and methods of operation of the various embodiments of said machine. The double-rotating machine, which is primarily intended as an electric shunt current generator, is further characterized in that the inner rotor and the outer rotor can rotate in the same direction as in the opposite direction. According to a further feature, the machine can be switched in single rotary operation, for which either the outer rotor or the inner rotor can be blocked, whereby a fixed transmission ratio is obtained, which is independent of any possible electric load. The machine also has as an important feature the possibility, whether or not in a double function, of serving as a starter motor in several ways for combustion engines, with the special feature that kinetic energy can be stored with the aid of said machine and thus , if desired, can be used as a fly-wheel starter.

[Since the invention relates to a machine with a double-rotating construction, in this patent specification instead of rotor and stator resp. the 20 terms inner rotor and outer rotor are used.3

The double-rotating machine can be used as an electric motor / generator or doubling as a flywheel starter motor. For this purpose, one of the elements of the planetary gear system may be fixed, whether temporarily, directly or indirectly, e.g. with the outer casing of the machine. If the above-mentioned element is provided with an output shaft, the machine is ideally suited as part of a so-called. shunt current transmission. The purpose of such transmissions is to achieve a continuously variable transmission with minimal losses and maximum power density. They consist of two gears, usually connected by a planetary gear system, in parallel, one of which is direct mechanical, while the other gear is indirect and adjustable. To this end, one of the elements of the planetary system is connected to the input shaft, a second to the output shaft, while the generator of said variable gear, which consists of a combination of a generator and a motor, is driven via the third. element of the planetary transmission. The torque of this generator determines the "slip" in the planetary gear and thus controls the output speed of the whole. The said generator feeds a motor which subsequently drives the output shaft. 40 can thus be set to a continuously variable output speed by means of power control in the parallel transmission. As an 8702588

V

<* _ Ί _ a large part of the drive energy is transferred via the gear system, less energy is lost via this method than with e.g. a complete electricity or hydraulic system and the size and cost are usually lower.

05 An electric shunt current transmission has the advantage of an accurate and relatively easy to control speed, but has the disadvantage of a relatively low power density, especially with large powers, is often expensive, heavy, bulky and structurally often unbalanced as due to the fact that the generator and the electric motor 10 are necessarily placed next to the planetary gear and the output shaft. For the transfer to said generator and motor, additional step-up gear transmissions are usually used because of a favorable speed / torque / size ratio. It is difficult and often very expensive, especially in small numbers, to arrive at a logical and 15 mechanically stable construction. For these reasons, a hydraulic shunt current transmission is increasingly preferred, despite the associated drawbacks.

The U.S.A. patent 4,260,919 describes a double-rotating generator with planetary gear system, however as an inseparable part of an electric transmission in which both engine and generator are double-rotating. Its construction is unnecessarily complicated for many applications, among other things due to the fact that the engine is also double-rotating and the generator is driven by an input shaft running through the hollow shaft of its inner rotor. Furthermore, a shunt current effect 25 is not intended here, as is evident from the fact that said generator embodiment primarily provides a speed reduction and can be replaced according to said patent by a normal generator without a continuous mechanical element. The latter implies a considerably larger construction and higher electric losses, while the aforementioned construction of the generator, besides its complexity, still has the drawback that the generator has a very low effective speed when combined with the slow running diesel engines often used for this drive. A further disadvantage of said construction, especially at higher powers, lies in the placement of both gear systems between generator and motor. As a result, the output shaft is now formed by the inner rotor shaft of the motor and will therefore have to be extra heavy-duty unless a third gear system is used. Furthermore, since the input shaft passes through the inner rotor shaft of the generator, due to the required thickness of both input and output shaft 40, special inner rotor constructions will be required. A double function as a (flywheel) starter motor for combustion engines is not provided.

Three different constructions for realizing a double rotation of the generators according to the invention are shown in Figure 1. The three elements of the shipment are linked as follows:

Fig.la: Input shaft with piano wheel carrier - Outer rotor with crown wheel -Rotor with sun wheel 05 Fig.lb: Input shaft with sun wheel - Outer rotor with crown wheel - Rotor with piano wheel carrier

Fig. 1c: Input shaft with crown wheel - Outer rotor with piano wheel carrier - Rotor with sun wheel.

The three versions have the common feature that the outer rotor and the inner rotor rotate relative to each other, preferably in the opposite direction, by means of a planetary gear system wherein, from said gear system, two elements are directly connected to said outer rotor and inner rotor, and further, one of these two elements is connected directly, or indirectly via said outer rotor or inner rotor, to one input shaft or output shaft. Furthermore, the third element of said gear assembly is directly connected to the remaining, either input or output shaft.

Contrary to the conventional shunt current transmission, the generator is therefore also part of the mechanical transmission.

The various designs have construction techniques, each with their own specific characteristics, which are mainly distinguished from each other in that, with the same gear transmission ratios, input speed, mechanical and electric load, they result in different effective generator speeds and / or output torque, respectively. rpm. Thus, without further measures for a variety of applications, a range of adjustments is possible both to the mechanical input and to the mechanical and / or electrical output. Furthermore, all generator inventions are basically reversible on the side from which they are driven. Furthermore, in all cases, instead of the inner rotor shaft, either output or input, the outer rotor can be used as an in or output element 30. In connection with the principle of similarity of the different versions, this patent specification regarding the explanation of the operation will be limited to the rotor-driven version with brake disc according to figure 2.

Assuming that the planetary gear carrier is stationary, the effective generator speed N eff is determined by the sum of N k (crown wheel = outer rotor) and N z (sun wheel = inner rotor). Depending on the method of drive, these are therefore: N dr. + (N drive>: I) for the outer rotor drive or N drive. + (N drive: I) for the drive via the inner rotor, where I is the transmission ratio, which is determined by the ratio of the number of teeth Z and thus: Zk / Zz.

At the same drive speed, N eff. therefore, when driving via the outer rotor, the factor I is higher than when driving via the inner rotor.

8702 58 8 «r - Λ -

Fig. 2 shows an output shaft (201) connected to the inner rotor (202) and then to the 2-wheel (203) of the planetary gear assembly, which is received in the outer rotor (204) such that the crown wheel (205 ) is fixedly connected to, and / or included in, said outer rotor. 05 Furthermore, here the planetary gear carrier (206) is indirectly connected to an output shaft (207). The slip rings (208) are attached to the outside of the outer rotor and the assembly is surrounded by a housing (209) in which the bearings (210) of the outer rotor and the carbon brushes (211) are housed.

The machine also has a brake disc (212) with associated device 10 for a (double) function as a flywheel starter motor. The three elements of the gear system are connected on the outside to three elements of a double-concentric brake disc (213), whether or not in a double function as a plain bearing, the outer surfaces of the elements (214) and (215) can be lined with a brake lining. Bearing element (216) 15 is slightly recessed and functions as a (second) planetary gear carrier.

Furthermore, the bearing element (216) is connected by means of three or more axles (217), which may or may not also be the planetary wheel axles, to the brake disc (212) in such a way that said brake disc can slide forwards and backwards. about said axes. There are springs (218) around the shafts (217). At the rear, said brake disc is rotatably connected to the screw spindle (219) of a servo motor (220). At the rear of brake disc (212) there is also a second disc (221), with or without a front brake lining, which disc 25 is rigidly connected to housing (209). For the lead-through of the screw spindle is a round hole in the center of disc (221). Servo motor (220) is preferably of the rigid anchor type and may be connected to the latter disc (221) or to housing (209). Furthermore, in the design as a shunt current generator for the passage of shaft (207), screw spindle (219) is hollow 30, while shaft (207) is slidably connected to the brake disc (212), but not rotatably, via keyways. (222) with a spring therein, which sleeve is attached to the rear of the disc. In this embodiment, the outer rotor can further be weighted and / or reinforced to increase the flywheel effect. This, like all other versions proposed here, is preferably a converter-driven synchronous motor / generator with, also preferably, permanent magnets.

The operation of the inner rotor-driven version as a flywheel start-40 motor is as follows: If applicable, a gear coupling is established with the flywheel of the combustion engine by means of a start solenoid or a screw-spindle servo motor, but without field-driven 8702588 τ * - 5 - ing. If electric power is now supplied, the outer rotor of the flywheel starter motor will not turn due to the large starting torque of the internal combustion engine. This is made possible here because the planet carrier can (temporarily) freewheel. To this end, the brake disc 212 is set to neutral by means of the screw spindle servo motor 220, with the result that the planet carrier can rotate freely. The outer rotor now revs very quickly, with the loading curve and the maximum permitted resp. required speed can be determined and monitored by a micro-processor.

Furthermore, the flywheel starter motor is hereby switched in such a way that the rotation of the outer rotor takes place in the same direction as normally the inner rotor, which latter, however, is now necessarily stationary due to the coupling, whether or not via the starter ring, with the crankshaft. If, at a given rotational speed, an electric "take-away" torque is established between the outer rotor 15 and the inner rotor, if the torque is sufficiently large, the inner rotor will be forced in the direction of movement of the outer rotor, thereby taking the crankshaft with it, so that the engine is started.

Named take-away torque can be accomplished in various ways, e.g. due to a heavy load as a generator (e.g. charging the battery 20 and pre-heating with diesels). 0.a. depending on the type of generator used, the field can further be shorted, whether or not via a diode, or a DC voltage can be connected to both inner rotor and outer rotor. The torque thus obtained can be 150 '/. and more of the maximum engine torque. Another method may be to restart at full power directly or at a declining generator speed, in reverse direction, with the result that the inner rotor now "pushes" against the outer rotor, as a result of which the latter will eventually decrease. This is then continued until the speed N planet carrier * 0, after which it is locked with the housing by means of the brake disc. The flywheel starter motor 30 can now still restart, if desired, or is then switched to generator operation.

The take-away torque is further increased by an adjustable mechanical coupling between the outer rotor and inner rotor. The mechanical coupling is effected by pressing said sliding double-sided brake disc 35 212 by servo motor 220 from the neutral position against the bearing elements 214 and 215 of the machine, whether or not provided with brake linings. All three elements are now more or less rigidly connected.

Depending on the type of electrostatic machine used, the starting procedure and the entire further operation, and preferably the commutation by means of the 40 microprocessor, can be monitored by Hall sensors and / or inductive tacho sensors and furthermore by the frequency of the recorded or delivered voltage. .

8702588 ψ - 6 -

Of course, the flywheel starter motor of FIG. 2 can also start in the conventional manner (i.e. directly). For this purpose, for a possible. coupling of the output shaft with the flywheel of the internal combustion engine, the planet carrier 206 locked by means of the brake disc 212 with the housing 05 or brake disc 221. The outer rotor and inner rotor will now rotate in opposite directions when starting, with the inner rotor rotating the motor flywheel drives. With non-series engines, due to the double rotation (which manifests as a built-in deceleration) and due to the flywheel effect of the outer rotor, the effective torque will be significantly higher, as with a single rotary engine of the same type.

With an outer rotor-driven version of the machine, it is of course not immediately possible to use the outer rotor as a flywheel mass. A flywheel can now be mounted on the inner rotor shaft, and / or the brake disc can be weighted to create a flywheel mass. In both cases said flywheel mass is brought to speed by means of the inner rotor, the brake disc of course being in the neutral position, and in the case of a shunt current generator, the second output shaft can run free. In due time the 20 already described electric and mechanical linkage is again used here.

A second method of flywheel starting is also possible, whereby a start is made after loading by connecting the brake disc to the housing. Electries can then be restarted after pairing. The running direction of the outer rotor in this starting mode during loading 25 is of course opposite to the aforementioned method and the power transmission ratio to the output shaft has also been changed.

A flywheel starter motor is ideally suited for highly compressed diesel engines which, as is known, place very high demands on the capacity of the starter motor and the battery, especially at low ambient temperatures. The problem at temperatures below zero is multiple, especially with diesel engines: The required compression end temperature is only reached with a relatively fast compression stroke, however, due to this low temperature, the internal resistance of the battery is greatly increased and therefore the capacity to supply of large currents has fallen sharply, 35 while the frictional resistance of the engine has increased sharply as a result of the cold engine oil. The consequence of this is often that the engine rotates too slowly, especially in the initial phase, with the risk, of course, that the battery is empty before the engine has reached the desired speed.

The flywheel starter motor is able to "charge" an amount of kinetic energy large enough to start the engine within a few revolutions over a longer period of time at a relatively low power. The advantages are clear: The battery is much more favorably loaded, the start- 8702588

V

* r - 7 - certainty greatly increased, and the maximum required peak electricity power greatly reduced. The latter is of particular importance in semiconductor-controlled motors, where otherwise under these conditions almost impermissibly high currents would flow.

05 With the aid of the micro-processor, the starter motor according to the invention is, if desired, completely "self-thinking", whereby the start mode, the charging time of the flywheel, battery condition, etc. can be read out via a display, if desired.

The method with regard to starting is preferably as follows: The combustion engine is initially started in a direct way ((if applicable, with or without lifted valves), after which, depending on, immediately or after some crankshaft revolutions, a start can be interrupted again on the basis of, inter alia, the motor temperature and the battery condition, the latter of which is expressed as the internal resistance of the voltage source and is determined here, by measuring the voltage drop during this manner of starting.

In this way, the control electronics and associated microprocessor can quite easily determine the manner of starting (ie restarting or interrupting tbY, a flywheel start), an optimal loading curve for the machine and a possible pre-heating period and set.

Thus it is at minimum battery conditions and / or extreme cold that normally preclude a start, e.g. imaginable that the machine during the first 60 sec. with a modest power is charged, after which a vc-org-annealing process is started and after which an effective power is started, which would normally not be available even under optimal conditions.

In order to use the machine as a shunt current generator, the planet carrier is connected to the output shaft. In the flywheel starter motor embodiment, the spindle of the brake disc servo is hollow for this purpose, and the output shaft here passes through said spindle. Several ways are now possible to achieve a shunt current transmission: # 1: The generator is connected as a controllable slip clutch to a load, either by internal dissipation in one of the aforementioned ways or by external dissipation. The set slip now determines the output 35 rpm. By e.g. a tachometer on the output shaft, in conjunction with the control circuit, very precise control can be obtained, among other things, depending on the type of generator used, field strength control via an inverter (with DC coupling), intermittent short circuit through a thyristor, etc. In the last 40 control method, it is often recommended to select the short-circuit intervals via the microprocessor in such a way that repeated short-circuits of the same field are prevented. This applies in particular to 6702588> * - 8 - generators with permanent magnets, where no field control is possible. If a series diode is connected to the mains after the short-circuit thyristor, then the internal one can be combined with an external dissipation outside the short-circuit intervals, for example for the supply of e.g. the 05 control circuit, batteries, electric motors etc.

A completely external dissipation can consist of the power supply of electric motors, e.g. for vehicles for driving extra wheels and / or any further auxiliary equipment. For the use of such a type of shunt current transmission (the motors indirectly help to drive the load with this), consideration is in particular of replacing the classic diesel-electric concept in e.g. locomotives, further to cranes, electricity (welding) aggregates, workstations, etc.

Another application concerns windmills where use can advantageously be made of the flywheel effect of the outer rotor. The output shaft 15 can be locked or used to drive a load, e.g. a pump. The flow rate of this can now be maximum (by an outer rotor-inner rotor locking) or, in the case of coupling to the network, be regulated over a wide area by means of the power output control (or recording if the mill is out of operation) . By blocking the output shaft, the pump flow rate is of course reduced to 0 and a possible electriesis delivery is maximized. For In autonomous wind diesel systems, the output shaft can be connected to the internal combustion engine and if necessary start it in the ways described above. A possible load can be included in series, between diesel and generator (with an electro-magnetic coupling between load and diesel) or parallel to the diesel, each with an electro-magnetic coupling.

Another application concerns emergency power generators especially for those applications, where an emergency power installation mainly serves to keep important processes running, which are provided by a heavy electric motor, e.g. compressors, pumps, etc. In such a case, the generator of an emergency power installation must be primarily sized to provide the electric power for such an electric motor beyond any further load. If such a load of mechanics is connected to the internal combustion engine via the output shaft of the shunt current generator, the need for such an electrical conversion is eliminated and an electric motor is also saved. In normal operation, the load is driven by the shunt current generator in motor operation, which is fed from the mains, whether or not via an inverter. The input shaft of the generator is coupled to the combustion engine and is therefore fixed. At 40 mains failure, the combustion engine starts as described and shunt current generator plus inverter serve for emergency power generation. The control of the output shaft speed is now limited to 0 8702588

V

* - 9 - (output shaft blocked) or an area determined by the generator's electrical load. If desired, this load can be increased to full load by means of internal dissipation. In the case of a combination of internal and external dissipation, the inverters, whether or not 05 of the variable pulse width type, can preferably be provided with a direct current intermediate stage. It is clear that for the almost immediate start of the internal combustion engine which is possible in this way, the speed of the engine / generator must not be too low. Furthermore, the load is preferably provided with additional flywheel mass.

10

Fig. 3 shows a starter motor / shunt current generator which is primarily intended for turbo-compounding of piston engines, for which the shaft 307 in this case is connected to the sun wheel, while the inner rotor is connected to the planetary gear carrier. Brake disc 312 is, in a manner similar to that described above, connected to the outer rotor by means of shafts. Axis 307 here passes through brake disc 312 and is of course not associated with this.

Furthermore, the shaft connected to the inner rotor is here permanently connected in normal operation, whether or not via the flywheel or by means of a variable or switchable transmission, to the crankshaft. In order to be able to function as a fly-20 wheel starter, shaft 30? to be provided with a liquid or electromagnetic coupling 324.

The construction is intended to provide a high-speed shaft which, in addition to one or more exhaust gas turbines 325, preferably also contains one or more compressors, whether or not of the turbine type. The generator control can now regulate the output of said compressor (s) by loading the generator, depending on the power supply of the turbine, with some of the turbine power being delivered to the crankshaft, or switch to motor mode to increase compressor flow. Furthermore, the operation as a starter motor / generator is the same as the aforementioned versions, with the difference that when loading the outer rotor / flywheel, the sun wheel must be able to run freely. If a fluid coupling is used for this purpose, it should preferably be included in the engine's oil circuit and empty when stationary. In operation this would deflate resp. if desired, the flow can be prevented by means of one or two valve (s) controlled by 3 electrics. By coupling the brake disc to the outer rotor, it is possible to lock the latter. The generator thus becomes single-sided rotating, which is particularly important for a direct start, and further in that situation where the electric power to be supplied by the generator exceeds the turbine power 40. This will in particular easily be the case at low speed and / or low power of the combustion engine.

With a suitable transmission ratio to the crankshaft, 6702 588 • t - 10 - also, by this crankshaft "additional feed", especially when using non-turbo compressors (eg of the Wankel type), the loading pressure can still be considerable if desired. rise. This is particularly important if, in the event of low-speed use over the long term, the use of the battery for compressor 05 supplementary feeding is impossible.

# ** Note: Figures 4 and 5 are designations in principle, no brake disc device is shown, since this generally concerns the same device.

Fig. 4 shows the principle of a double shunt current generator for driving four or more wheels in vehicles. Partly for construction-technical reasons such as compactness and crankcase stiffness, the double generator is preferably assembled for this purpose with the crankcase of the driving, transversely placed internal combustion engine. Cooling and lubrication are now logically integrated with that of the engine. The preferably common outer rotor is driven by the crankshaft via one or two gear rings located on the outside of the outer rotor. The two output shafts each drive a wheel or a set of wheels, whether or not via a reverse gear. The generators preferably feed two or more electric motors for driving the remaining wheels and, in the case of a hybrid concept, the battery unit for the electric drive. With this concept, the shunt current generators can of course be switched to motor operation for all-electric traction. In that case, the brake disc is preferably connected to the outer rotor in order to lock it and the combustion engine with an electric drive.

The invention is further suitable for a number of applications such as e.g. mobile workstations for welding etc. for which full electric power is available with blocked wheels. Partly because each wheel can be electronically controlled, the transmission is ideally suited for applications in difficult terrain.

If gear decelerations are included between the output shafts and the wheels driven by them, the brake disc can lock the inner and outer rotor for direct drive. Furthermore, because the two generators can be loaded differently, a power steering is integrated in front-wheel drive. Track control and A.B.S. are also relatively easy to realize options.

# 2: The generator lines up with an electric motor, with the generator output shaft directly connected to the motor according to one of fjg 5 configurations. This, in turn, is connected, with or without a planetary deceleration incorporated in the motor housing, to the output shaft. If a reversible transmission is desired, an electrically operated gearbox can preferably be included between generator and engine. The 8702588 - π - electric motor can either be designed as a conventional motor or as one of the flywheel versions of the double-rotating generator / starter motor. The latter embodiments are particularly useful in applications where a very large mechanical power has to be supplied in a short time. In normal operation either the outer rotor or inner rotor of the motor is locked. The gearbox according to Fig. 5C with planetary deceleration is particularly well suited for marine applications in combination with diesel engines. For gas or steam turbines are preferred as shunt current generator in the embodiment according to fig. 3 (of course coupling 324 is omitted here). Where now, compared to a direct transfer to e.g. a propeller shaft, the major part of the driving shaft is considerably faster and this concerns a partial load, this shaft part and the gearbox can be made considerably lighter.

# 3t The output shaft of the shunt current generator is in line with a second generator. In principle, the same mechanical embodiments are possible according to Fig. 5 as described in # _2, each with their specific merits, and the twin generator can also be designed here with an output shaft for driving a load, if desired. The use of the double generator is particularly attractive in those cases where two different types of output are desired. a low DC voltage and a high AC voltage. This includes in particular wind energy, aviation, total energy and emergency power generators. The frequency regulation of the high voltage generators and / or the mutual tuning of the power to be delivered can be effected in various ways, but preferably by varying the external load of one of the inverters, whether or not by means of converters. both generators.

In the aforementioned applications, stationary inverters are in use almost exclusively for converting the battery low voltage to high voltage (alternating voltage) and in some cases vice-versa by means of the same inverter, in particular for charging said batteries. These stationary inverters are generally shut down as soon as the high voltage generator comes into operation, but preferably perform several functions here including, in case both units are in full generator operation, the role of "balance control" between the shunt current generator and the 35 synchronous generator driven thereby. This is done by "supplementing" the output of the other with (part of) the output of one of the generators, depending on the situation. Sliding the output makes the dual generator highly self-regulating. Thus, by means of said converter, in combination with the control of the shunt current generator, even 40 in the case of frequently varying conditions, can also be regulated at two different outputs (eg low voltage and high voltage) such that, even with varying driving speed, a desired speed of the 8702588 - 12 - High voltage generator is constantly maintained. Part of the output of the high-voltage generator can be fed into the low-voltage grid or vice versa, in the latter case whether or not by means of a so-called n.o. phase-locked loop and with, within certain limits, a permanently variable 05 frequency.

Due to the elimination of a separate starter motor and the often heavy and complex hydraulic generator synchronization control unit which are common in aviation, the invention is ideally suited for combination with aircraft gas turbines. Use is made here of the 10 th version according to fig. 5 C and with a single rotating synchronous generator and one output shaft, therefore without gear system or output shaft on the synchronous generator. A flywheel starting procedure for gas turbines can be carried out roughly as described above, however with the special feature: C A 3 The output shaft of the double generator is locked and carried via the planet carrier, the inner rotor of the high voltage generator. For the start-up is further assisted by the low-voltage generator / starter motor, preferably by the high-voltage generator, which is now also connected as a motor, and which voltage is supplied with an increasing frequency by means of the converter.

20 C B 3 When the desired speed has been reached, the output shaft can be unlocked and the shunt current generator switched to generator mode. As with piston engines, it is important for efficiency reasons that acceleration takes place as quickly as possible and with gas turbines very gradually. To this end, by means of the aforementioned micro-processor, the shunt current generator load, as well as the operation of the brake disc servo, is preferably controlled according to a fixed curve and preferably with feedback from a tacho on the output shaft. The high voltage generator can in the meantime be fed with a constant frequency, however the minimum power to be delivered by the shunt current generator must exceed the power delivered to the high voltage generator in order to prevent the inner rotor and output shaft from falling back.

CC 3 Once a speed N eff. = 0 has been reached at which the outer rotor and inner rotor of the shunt generator are running parallel (this preferably at an effective output speed in which the gas turbine becomes self-sustaining) 35 the brake disc clutch is canceled, the shunt current -generator starts up in reverse, with the result that the outer rotor now returns to its final operating condition. Then both generators are switched from engine to generator operation.

For in the event of short stopovers, it makes sense to be able to store and maintain 40 kinetic energy from the gas turbines using the generators. This energy can be built up in the generators by simultaneously shunting the generator during the shutdown of the gas turbines. 8702588

V

* ε - 13 - and / or connect the outer rotor to the inner rotor of the shunt current generator by means of the brake disc, while the high voltage generator is kept running. After N eff. » 0 can also be further charged as described under CA] until the gas turbine has come to a standstill 05 and the output shaft can be locked. The gas turbine will thus come to a standstill more quickly and deliver part of its kinetic energy to the flywheel. Until a restart, only a relatively low maintenance current is now required.

Apart from the speed build-up curve, the starting procedure by means of the 10 double-generator with piston engines can be roughly the same as described above, however, especially with slow or medium-fast heavy diesel engines, an outer rotor-driven version of the shunt-current generator will often be preferred in which case for a flywheel start, extra flywheel mass will have to be applied to the resp.

15 shafts of the inner rotor and / or the brake disc and / or the output shaft. The "braking energy" storage described for the gas turbine starter motor is also possible in an analogous manner when the piston engine is switched off. This may be of particular importance in certain applications such as e.g. for emergency generators, total energy etc. for which a very quick start can now be guaranteed by keeping flywheel energy on standby. For this purpose, the generators can be continuously "fed" after the engine has been brought up to speed, for example from the battery chargers of the emergency batteries and / or the mains.

A drawback of existing emergency power installations is the fact that in the event of a power failure, a combination of batteries and stationary inverters must initially be used, in which the batteries in particular form an important cost share if their capacity is to be sufficient. for the required power and the expected time to be counted before starting the emergency generator. Standby flywheel power as described above significantly shortens this time. However, if a flywheel is also mounted on the inner rotor shaft of the high-voltage generator, whether or not by means of a transmission, the high-voltage is immediately available. The flywheel also prevents short-term frequency deviations, e.g. could be the result of a large electric load increase or decrease, which could not be absorbed by the motor controls in time.

Of course it is possible for almost all applications described here to design the shunt current generator (also) as a high voltage generator. This is especially attractive if there is essentially a low need for low voltage, otherwise as for powering emergency 40 power and starter batteries. Especially in permanent stand-by operation, the shunt current generator can advantageously be designed as a fast high-voltage generator. The control of the output, especially when using «701588 - 14 - permanent magnets, is much simpler and cheaper due to the smaller currents and the absence of a transformer and a possible parallel low-voltage emergency power circuit (eg for lighting) is unnecessary. . In principle, therefore, in the case of a double-generator being kept permanently standby as described, the batteries in an emergency power installation are often superfluous. A logical additional reason for keeping the generators on standby is the application as described under dl, driving a load.

Since the unit is now in stand-by operation from the grid, whether or not by means of an inverter, it is preferably fed by means of the shunt current generator, the synchronous generator can furthermore in many cases advantageously be used in a double function as so-called. line conditioner. Especially when using computers, such devices are used for stabilizing and filtering weak and / or heavily contaminated nets. In such a double function, the generator unit in stand-by operation in fact now partly functions as a rotary converter.

The double-generator can be constructed according to Fig. 5C with, if desired, an output shaft which can drive a load, whether or not via an additional (planetary) gear system. It goes without saying that an output shaft, if any, cannot be adjustable in the latter application. For discontinuous operation the intended drive can be effected by means of an electro-magnetic coupling. The coupling referred to then also has the advantage that, if necessary, all flywheel energy is available for emergency power and starting.

By means of an embodiment according to fig. 5A or 5B a variant is possible on the previous emergency power generator-inverter-drive unit. This variant is equipped with a double shunt current generator with output shaft and is characterized in that, unlike in the combination described, power output resp. speed of the output shaft is adjustable, without this jeopardizing the function as rotary converter or standby flywheel power. For this purpose, shunt current generator 501 is fed from the mains in motor operation, by means of the inverter, the control criteria of which are determined by the effective speed of generator 502 and its electric power to be supplied, in addition to the mechanical power or the desired speed of the output shaft. Generator 501 is preferably of the synchronous high voltage type with preferably ceramic magnets and the inverter is preferably a frequency converter with pulse width modulation. Motor / generator 501 powers generator 502, which mechanics are connected to the load by the output shaft and electries are loaded by the 40 sub-net. In the case where ceramic magnets are used, generator 502 is preferably sized such that the output voltage at the desired frequency is slightly higher than that of the mains. Alternatively, 8702688 - 15 - the field may be adjustable for this purpose. It is clear that where N eff. of generator 502 must result in a constant mains frequency (e.g. 50 hz) the speed of the output shaft is completely determined by the input speed of generator 502, to which, however, the electrical load of generator 502 must be adjusted.

The output speed can now be varied upwards up to the full load of the generator, by a variable additional load, downwards the control possibility is limited by the load of the sub-net to be fed. If necessary, it must therefore be possible to uncouple and lock the output shaft. A variable electric load can easily be realized by feeding part of the power of generator 502 back to generator 501, either in the form of a DC voltage to the inverter or to the grid. However, the latter option still entails the risk of network pollution under extreme conditions.

In case of mains failure, the starting procedure for the internal combustion engine as described earlier, however, the behavior and therefore the manner of controlling generator 502 is strongly determined here by the nature of the load. Depending on the run-out behavior and / or continuity requirements, additional flywheel mass may have to be applied either to the output shaft or to the load itself.

I.v.m. the high power density of the generator, the need for cooling can be such that, partly in view of the need for lubrication or cooling the various gears and bearings, it is recommended to cool the entire generator by oil. If the generator, whether or not as part of a shunt current transmission, is driven by a combustion engine, this oil cooling can be integrated into the oil circuit of the engine. In inverse construction, the slip rings can be mounted on the output shaft or on the side of the outer rotor in almost all versions mentioned here.

870 2 533

Claims (7)

10 Conclusion 2; Construction method of a brake disc for interlocking three elements of a planetary gear system, characterized in that the said elements are each individually connected to the three elements of a brake disc consisting of three concentric rings, the latter elements being either not lined with a brake lining, 15 may or may not have a double function as a double concentric plain bearing and / or oil seal. Conclusion 5. Double-concentric brake disc according to the preceding claim, characterized in that for. optionally locking one element or mutually locking three elements of said planetary gear-20 system a second brake disc with three positions, slidable but not rotatable by means of one or more shafts with or without keyways and springs, is connected to one single-lockable element of said double-concentric brake disc, wherein the latter element can be deepened relative to the two other elements for the purpose of inlet of said springs. Claim 4: Device for optionally locking one element or mutually locking three elements of a planetary gear system according to claims 2 and 3, characterized in that the three-position brake disc mentioned in the previous claim, from a neutral-forward position and can move backwards and is preferably operated by a disk armature type servo motor and, also preferably, provided with a screw spindle, said screw spindle being hollow for a through shaft, and with said three-position brake disc such it is connected that it can rotate freely relative to the screw spindle 35. Conclusion 4; Method with regard to the three-position brake disc according to the preceding claims, characterized in that in the front position of said brake disc of the double-concentric brake disc, all three disc elements are mutually locked and in the rear position by means of said 40 brake disc, a third fixed brake disc , or a part of the housing designed as such 8702588 δ> - 17, is connected to the single lockable element of said double-concentric brake disc. Conclusion 5; Construction method of a double-rotating electric machine with three-position brake disc and associated device, whether or not according to claims 1 to 4, characterized in that of the planetary gear system associated with said machine and the ring gear is connected to the outer rotor, the sun wheel is connected to the inner rotor, one driven or driving shaft is connected to either the inner rotor or the outer rotor, and the second driven or driven shaft is indirectly connected to the planet gear carrier, the latter being initially connected to said three-position brake disc in a manner as described in the preceding claims and wherein said second shaft is further mounted on the rear of this brake disc, such that the shaft for moving forwards and backwards the 15 brake disc is connected slidingly but not rotatably by means of a coupling piece with built-in spring and to which coupling piece and shaft internal resp. externally provided with keyways. Conclusion 6; Construction method of a double-rotating electric machine with a three-position brake disc and associated device, whether or not according to claims 1 to 4, characterized in that of the planetary gear system associated with said machine and the ring gear wheel is connected to the outer rotor, the sun wheel is connected to one driven or driving shaft, the second driven or driving shaft is connected to either the inner rotor or the outer rotor, the inner rotor is further directly connected to the planetary gear carrier, the outer rotor is connected to said three-position brake disc in a manner as described in the preceding claims, and furthermore the shaft connected to the sun wheel passes through a hole in the center of this brake disc. Claim 7t Double-rotating electrostatic machine according to one or more of the preceding claims, characterized in that, in the respective positions of the corresponding brake disc, the machines can a) rotate relative to each other, both inside and outside, b) only inside or outside. rotor can rotate c) inner and outer rotor are locked to each other and only the generator can rotate in its entirety. Claim 8: Double-rotating electric machine in one of the embodiments according to the preceding claims, characterized in that the said machine can be designed with one output shaft for the sole use as motor / generator, whether or not for use in combination with an internal combustion engine, with or without forming the starter 40, and with or without a secondary function as a flywheel starter. Conclusion 9: Starter or not according to one or more of the. previous claims, characterized in that prior to a start, kinetic 8702 588 4-18 energy can be stored in the flywheel stator / outer rotor of said starter motor. Conclusion 10; Method for a flywheel starter motor according to one or more of the preceding claims, characterized in that the outer rotor serving as the 05 flywheel of said starter motor is connected to the shaft output to the combustion engine by an electric torque between the inner rotor and the outer rotor. Conclusion 11; Method for a flywheel starter motor, whether or not according to one or more of the preceding claims, characterized in that the outer rotor serving as a flywheel of said starter motor for the purpose of a start mechanism and in a slipping manner, directly or indirectly with the shaft output to the combustion engine. being connected. Claim 12: Control mode for a flywheel starter motor, whether or not according to one or more of the preceding claims, characterized in that the choice between a direct start or a flywheel start, the total time that will be used for charging the flywheel of said starter motor, in addition to diesel engines, the start and duration of the glow plug period, is determined by the engine temperature, preferably in conjunction with the condition of the power source. Claim 15: Control mode for a flywheel starter motor, whether or not according to one or more of the preceding claims, characterized in that the condition of the power source and, consequently, the power to be supplied per unit of time for charging the flywheel. of said starter motor, is determined on the basis of measurement of the internal resistance of the voltage source, whether or not a battery, as expressed in the voltage drop which occurs during a short-term heavy load, preferably consisting of a direct start via said starter motor during one or more crankshaft revolutions. Conclusion 14; Double-rotating electric machine according to one or more of the preceding claims, characterized in that a driven or driving shaft, when connected to the outer rotor, can alternatively be replaced by a flange connected to the outer rotor, or by a gear wheel mounted around the outer rotor -wreath. Conclusion 15; Double-rotating electric machine according to one or more of the preceding claims, characterized in that the machine can be used as a shunt current generator with either internal or external dissipation, for which use one shaft is connected to a combustion engine and a second shaft to a load, wherein a permanently variable output speed can be realized by varying said electriesis 40 dissipation. Claim 16: Shunt current generator according to one or more of the preceding claims, characterized in that the external dissipation of the generator may consist of feeding one or more electro-motors, which motors may or may not be in line with said generator and whether or not intended for driving the load driven by the output shaft of said generator. 05 Conclusion 17; Shunt current generator according to one or more of the preceding claims, with associated inverter, characterized in that the machine can be fed from the mains by the inverter in motor operation for driving a load, if desired with variable speed, while the the machine connected combustion engine is out of operation and therefore the inner or outer rotor of the machine is blocked. Claim 1B: Shunt current generator with second generator, each with a different voltage, the latter connected to the output shaft of the former generator, characterized in that when driven by a combustion engine, the control of both generators can be effected by means of a stationary inverter, by ( to supply part of the output of a generator that is underloaded with too much load in the overloaded grid. Conclusion 19; Frequency control for a synchronous generator, characterized in that said generator, when driven by a variable speed internal combustion engine by means of a shunt current generator, is driven at a constant speed by the output shaft of this shunt current generator, whereby said constant speed is by varying the load of the shunt current generator depending on the frequency of said synchronous generator. Conclusion 20; Frequency control for a synchronous generator according to claim 19, characterized in that said generator can be fed by the driving shunt current generator via electrostatic power conversion via a stationary converter in electro-synchronous operation and vice versa in the case of a synchronous generator walk. Claim 22: Construction method of a combustion engine with assembled shunt-current generator according to claim 15 or shunt-current transmission according to claim 1 & characterized in that said machines, with or without the drive of vehicles or vessels, can be driven with the crankcase of a combustion engine are assembled and, preferably, can be driven by one or two gear rings mounted on the outside of the outer rotor by the crankshaft, also preferably by one or two gears mounted on said crankshaft. Claim 22: Double shunt current generator with or without brake disc / servo motors, characterized in that both halves are designed identically according to claim 5 and are arranged mirror-image with respect to each other, said double generator serving the simultaneous drive of four or more wheels of vehicles, preferably with the crankcase of a transversely mounted internal combustion engine, and, also preferably, by means of one or two gear ring (s) mounted on the outside of a common outer rotor through the crankshaft is driven by one or two gears mounted preferably on said crankshaft. 0.5 Conclusion 25 s Double shunt current generator according to claim 22, characterized in that the respective planetary gear systems of said double generator are placed on the outside and for the direct drive of at least two wheels, the respective p-planet wheel carriers, whether or not can be connected to the wheel axles via reverse gears. Claim 24: Double shunt current generator according to Claims 22 and 23, characterized in that for vehicles with front engine installed power steering and further in all cases A.B.S. and track control can be realized by separately controlling the two halves of said double generator. 15 Conclusion 25 i Dual generator for an emergency generator or total energy system consisting of a shunt current generator, a single rotating synchronous generator driven by it and a stationary inverter, characterized in that in standby operation the shunt current generator can be driven in a single rotary manner by means of the inverter, while the synchronous-20 generator functions as a rotary inverter, with or without an output shaft for driving a load with a constant speed. Conclusion 26 s Dual generator for an emergency generator or total energy system consisting of a shunt current generator and a second shunt current generator driven by it, characterized in that in standby mode 25 the first shunt current generator can be rotated singly powered from the grid by a stationary converter, the second shunt current generator functioning as a rotary converter with constant effective speed and said second generator being provided with an output shaft for driving a variable speed load. Claim 27: Dual generator according to claim 26, characterized in that the varying speed of the output shaft is effected by varying the output speed of said first generator at the same effective speed of the second generator, which, if necessary, includes a part the output of the second generator can be fed back, preferably in the direct current intermediate stage of the stationary converter or in the grid. Claim 28: Double-rotating electrostatic machines according to one or more of the preceding claims, characterized in that the various controls concerning said machines are preferably made using a micro-processor, with or without an associated reading. 870 2,588