WO2007060189A1

WO2007060189A1 - Ship with a universal shore connection

Info

Publication number: WO2007060189A1
Application number: PCT/EP2006/068791
Authority: WO
Inventors: Rainer Hartig; Hannes Schulze Horn; Kay Tigges
Original assignee: Siemens Aktiengesellschaft
Priority date: 2005-11-28
Filing date: 2006-11-23
Publication date: 2007-05-31
Also published as: DE202006020446U1

Abstract

The invention relates to a ship (1) with generators (8) for power generation and with electrical consumers, e.g. electric motors of the ship propulsion system, as well as an on board electrical system and with converters (7, 12), which supply the electrical consumers with electrical energy directly or 10 by way of the onboard electrical system, depending on re- quirements, with a converter (7, 12) designed to be regulat- able in terms of frequency and voltage, and being installed on board the ship, being able to be connected to a shore-side power supply line by way of a switched electrical line (3).

Description

_

Description

Ship with a universal shore connection

The invention relates to a ship with generators for power generation and with electrical consumers, e.g. electric mo^¬ tors of the ship traction system, as well as an on-board electrical system, and with converters which supply the elec^¬ trical consumers with electrical energy either directly or by way of the on-board electrical system, as appropriate.

WO 2004/028899 Al discloses the electrotechnical equipment of a ship, which corresponds to the above. Furthermore, the known electrotechnical equipment still comprises a generator for operation when in port, which can be replaced by a shore connection by way of a plug-in connector. When the shore connection is plugged in, it assumes the energy supply of the ship in the harbor. To enable assumption of the function, the shore connection must supply electricity at the voltage and frequency of the on-board electrical system. It is disadvan^¬ tageous here that these types of shore connection must be es^¬ pecially directed to the requirements of the supplied ship and are thus only rarely available. As a suitable charging connection is generally only available at a permanent berth, in the case of calling at foreign ports, at least one diesel generating set of the ship must be continued to run for op^¬ eration while in port, thereby continuously producing exhaust fumes and noise. It is for this reason that more and more harbor authorities are prohibiting the operation of harbor generators. This is already frequently the case for yachts and many landing stages for yachts thus already have shore connections . More and more corresponding restrictions are however also coming into force for the merchant navy and the navy. It is the object of the invention to upgrade ships such that they can assume the shore energy in a trouble-free manner, with the voltage and frequency of the shore energy not having to correspond to the on-board electrical system.

The object is hereby achieved in that a converter designed to be controllable in terms of frequency and voltage and in- stalled on board the ship can be connected to a shore-side power supply line by way of a switched electrical line. This ensures the possibility of switching to shore-side electric^¬ ity at any time without any problem by means of the ship' s own components, without a large number of shore connections with different electrical equipment having to be available on shore. This gives rise to hitherto unachieved flexibility at low-cost, since a converter is mostly already available on board, which is converted into a shore connection converter when in harbor. The monitoring devices available on board can also continue to be used. It is particularly advantageous here that voltage drops in the shore network, which occasion^¬ ally occur in ports, and likewise overvoltage peaks, cannot cause damage to the onboard electronics. The shore connection converter can compensate for both. On the harbor side, a low or medium voltage network which is already available can be used, which is not subject to any particular quality demands.

In one embodiment of the invention, it is provided particu^¬ larly advantageously that the shore connection converter used is designed such that it can convert any input voltages and frequencies into voltages and frequencies, which are cur^¬ rently present in the on-board electrical system. On-board electrical systems also experience certain fluctuations in their voltage and their frequencies. It has thus hitherto been necessary for the onboard voltage and frequency to cor^¬ respond to the voltage and frequency of the shore connection. The onboard electrical system must thus always be adjusted to the shore connection values. This is not the case in accor- dance with the invention, since the converter is able to bal^¬ ance out the differences between the voltage and the fre^¬ quency in a dynamic fashion. A simple connection to the shore electricity, together with adjustment of the output of the converter to the respective frequency voltage and phase posi- tion of the on-board electrical system is sufficient to sup^¬ ply the ship with electrical energy when in port. Synchronization of the onboard electrical system with the shore net^¬ work, i.e. changing the onboard frequency and voltage to net^¬ work values on land, is very advantageously no longer neces- sary.

In a particularly advantageous embodiment of the invention, it is provided that the shore connection converter comprises a control and regulating device, which, in the case of a changed power requirement on the output side, which manifests itself in a tendency towards a frequency change, adjusts the power output accordingly and keeps the frequency steady. Very advantageously, it is thus possible to ensure that the generators on board the ship can be disconnected and switched off after connecting to the shore connection, without the frequency and voltage changes occurring within the on-board electrical system. Neither does the connection of additional consumers, e.g. within the scope of the so-called hotel load, influence the voltage and frequency of the on-board electri- cal system. Guided by the tendency of the frequency, the shore connection converter keeps the frequency and voltage in the on-board electrical system steady, without the crew of the ship having to intervene after connection to the shore connection converter. It is provided here that the shore connection converter com^¬ prises control and regulating components, in particular soft^¬ ware-based components, which respond to a voltage drop or a voltage increase in the ship's network, e.g. by connecting or disconnecting generators or consumers, by means of frequency increase or reduction. The shore connection converter can thus deploy its advantageous effect for the on-board electri^¬ cal system.

It is furthermore advantageous if the shore connection con^¬ verter comprise a regulating device which enables four- quadrant operation, thereby rendering particularly favorable operation of the shore connection possible.

The land connection advantageously comprises a switched elec^¬ trical line to the land connection converter within the ship and a moveable part outside the ship, e.g. in the form of a cable with a plug-in connector, to enable simple usage of the shore electricity. As a converter is mostly already present on board the ship, and comprises supply and discharge lines which can be used, only one additional switch and one short permanent connector frequently exist within the ship, as well as an outward plug-in connector. Changeover is thus very cost-effective .

A very great variety of shore connection converters can be used. A PWM converter is particularly advantageous, on the one side of which the shore electricity with its voltage and frequency can be fed in and the other side of which then sup- plies the onboard electricity at the necessary voltage and frequency .

If the voltage differences between the on-board electrical system and the shore network are very large, provision is ad- vantageously made for a transformer to be inserted. This transformer, which is advantageously carried on board, can also be an auto-transformer and should have different tapping points. An adjustment to the most varied of voltage levels on shore is possible, without the shore connection converter having to be attuned to a very wide variety of voltages . The conversion of the typically used 60 Hz input current into the possible 50 Hz onboard current or vice versa is no problem for a converter.

Furthermore, a converter using intermediate circuit technol^¬ ogy is very advantageous, particularly if it has a static component in the regulator. Two parts which are controlled and regulated independently of one another are provided in- ternally, between which parts electrical energy is trans^¬ ferred. This is a conventional solution, as to how the used converter and its controllers and regulators actually only require software adjustment, which is known to a person skilled in the art .

The invention is particularly favorable for ships having electrical traction systems. These can be both propeller drive engines as well as boosters on the propeller shaft. Nevertheless, ships with shaft generator systems also have the necessary large converter on board, which, in accordance with the invention, should be used for the operation in port. Boosters and shaft generator systems are nowadays already widespread in container ships, so that container ships with their large electrical energy requirements for operating reefer containers have proven themselves inter alia as par^¬ ticularly suitable for the inventive solution. Cruise ships with their high hotel load while in port too, where up to 15 KW can be consumed, and which are nowadays already equipped with electrical drives for ride comfort purposes, are well suited to the application of the invention. Even naval ves^¬ sels, which have a direct diesel propulsion system, generally have sufficiently large converters on board, so as to be con^¬ sidered for the inventive solution. The same applies to spe- cial-purpose ships, such as dredgers, but especially to large modern yachts, which all have extensive on-board electrical systems provided with converters .

In some circumstances, only a transformer and some switching and control devices are to be changed over, said switching and control devices however being relatively small compared with the size of the ship, such that they can be accommodated in retrofitted modules, which can in any case be accommodated in the ship. No separate space need be provided for new builds for the invention solution. Only the corresponding line connections need accommodating, which is readily possi^¬ ble. The same applies to the optional transformer and the switch in the shore connection to be provided.

The invention is now described in more detail with reference to the drawings, from which, likewise from the subclaims, in^¬ ventive features can also be inferred;

FIG 1 shows a schematic illustration of an exemplary ship with inventive components on board;

FIG 2 shows a schematic illustration of the essentially in^¬ ventive parts of an exemplary ship having an electrical drive system;

FIG 3 shows a schematic illustration of the essentially in- ventive parts of an exemplary ship with a hybrid drive, and

FIG 4 shows the illustration of the electrical configuration of a suitable converter. In FIG 1, 1 designates the schematic plan of a ship and 2 a medium voltage shore connection. A voltage of up to 10 kv is specified for the shore connection. By way of example, this stands for the medium voltage network which is frequently available in ports. 3.3 or 6.6 kv can naturally also exist. In accordance with the invention, all voltages are possible. The electrical energy is fed to the plug-in connector 4 by way of the schematically illustrated cable 3 and is trans^¬ ferred from there to the ship network 5. A transformer 6 is frequently also inserted, in order, advantageously, to attain the voltage of the ship's network 5. Furthermore, a con^¬ verter 7 illustrated by way of example is available in the ship and can be supplied by one or several of the generators 8. This can involve both the generators of the ship's propul- sion system and also shaft generators or the generators of diesel generating sets, which are distributed throughout the ship. In the example, a ship's drive engine 11 is supplied with energy by way of switch gears 9 and 10, which can be de^¬ signed as booster/shaft generator systems in the case of a modern container ship. A main diesel engine of the ship is not shown, nor considered, if this is present. However, with the use of a main diesel engine, at least one converter is generally available in the ship for at least one generator. If not, this can be readily retrofitted.

In FIG 2, 12 designates the inventively used shore connection converter with its converter controller 13. 14 designates the control and regulating system for the ship drives with the lever 15. 16 designates the control and regulating system for the on-board electrical system infeeds and additionally the shore connection. The shore-side current infeed is desig^¬ nated with 17, it comprises its own voltage U, frequency F and phase position P and is connected to a shore-side power switch. With these characteristics, the current of the shore connection flows into the shore connection box 18 and is transmitted from there to the shore connection converter 12 by way of the switch 19. If applicable, the advantageous transformer is not shown in this display. To this end, the converter 12 comprises a transformer 20, which, together with the converter 12 and the engine 21, forms the drive train. Switches 22 and 23 complete the drive scheme. It should be understood that the switches 19 and 22 are designed such that they cannot be closed at the same time, thereby guaranteeing that the engine 21 does not start whilst the shore connection 17 is still in place (locking) .

FIG 3 shows a modification of Figure 2. The electrical drive motor is replaced here by an electric engine/generator de- vice, which is preferably arranged on the propeller shaft.

Hybrid systems of this type advantageously still have a power management system, in which are included the generators shown in FIG 1 or the additional diesel generator systems available on board large ships, so as to enable an optimal generation of electrical energy on board ships.

FIG 4 shows a particularly suitable converter, on the input sides of which is the voltage Ul, whereas the voltage U2 is given on the other side. The converter, which is shown in a conventional manner, comprises an intermediate circuit, with both parts of the converter having an independent regulator. The voltages and currents for the schematically illustrated power semiconductor can be adjusted in accordance with the invention. The converter is designated with 24, whereas the converter regulator is designated with 25 and 26. If neces^¬ sary, the converter also still comprises a further control option, which if appropriate contains statics. This addi^¬ tional converter controller is designated with 27. It can perform a reactive power compensation. As already mentioned, it is already known to a converter specialist, how to design such converters in a technical sense and the technical design of such converters is also not the subject matter of the in^¬ vention. Instead, an installed converter with a known con- troller and regulator is set up by adjusting its controller and regulator such that it can process the shore network sup^¬ ply on the input side, as is present, and on the output side, generates a steady current corresponding to the onboard elec^¬ trical system status in respect of voltage, frequency and phase position.

Claims

1. A ship with generators for power generation and with electrical consumers, e.g. electric motors of the ship propulsion system, as a well as an on-board electrical system, and with converters, which supply the electrical consumers with elec^¬ trical energy directly or by way of the on-board electrical system as required, characterized in that a converter (7,12) designed to be regulatable in terms of frequency and voltage and installed onboard the ship can be connected to a shore-side power supply line (2) by way of a switched electrical line (3) .

2. The ship as claimed in claim 1, characterized in that the converter (7, 12) is designed such that it can convert conventional and any input voltages and frequencies into voltages and frequencies which are currently present in the onboard electrical system.

3. The ship as claimed in claim 1 or 2, characterized in that the shore connection converter (7, 12) comprises a control and regulating device (25, 26, 27), which adjusts the power output accordingly and keeps the frequency steady in the case of an output-side modified power requirements, which mani^¬ fests itself in a tendency towards a frequency change.

4. The ship as claimed in claim 1, 2 or 3, characterized in that the shore converter (7, 12) comprises control and regulating components, in particular software-based components, which respond to an emerging voltage increase or decrease in the ship network, e.g. by connecting or disconnecting generators or consumers, such that no frequency deviation results.

5. The ship as claimed in claim 1, 2, 3 or 4, characterized in that the converter (7,12) comprises a regulating device, which enables four-quadrant operation.

6. The ship as claimed in claim 1, 2, 3, 4 or 5 characterized in that it comprises a switched electrical line (5) to the converter (7, 12), with the switched electrical line having a fixed part on board the ship, and a moveable part, e.g. in the form of a cable (3) with a plug-in connector (4), outside the ship (1) .

7. The ship as claimed in claim 6, characterized in that the switched electrical line in the ship (1) is connected to the input side of the converter (7, 12) and the output side of the converter (7, 12) is connected to the onboard electri^¬ cal system.

8. The ship as claimed in claim 1, 2, 3, 4, 5, 6 or 7, characterized in that the converter (7, 12) is a PWM converter, in particular with a static component in the regulator.

9. The ship as claimed in claim 1, 2, 3, 4, 5, 6 or 7, characterized in that the converter is an intermediate circuit converter (7, 12), in particular with a static component in the regulator.

10. The ship as claimed in claim 9, characterized in that the converter (7, 12) internally comprises two parts which are controlled and regulated independently of one another, between which electrical energy is transmitted.

11. The ship as claimed in one or a number of the preceding claims, characterized in that the converter of a shaft generator system (11) is used as the shore connection converter (7, 12) .

12. The ship as claimed in one or a number of claims 1 to 10, characterized in that the converter of an E-propeller engine (21), e.g. a booster engine, is used as a converter (7, 12) .

13. The ship as claimed in claim 1 to 10, characterized in that the converter of an on-board electrical system supply gener^¬ ating set (8) is used as a converter (7, 12) .

14. The ship as claimed in one or several of the preceding claims, characterized in that the ship (1) comprises a transformer (6) with voltage taps, in particular an auto-transformer for balancing out large voltage differences.

15. The ship as claimed in one or several of the preceding claims, characterized in that it comprises an electric cable (5) as well as switchgears and display devices for the shore connection, e.g. in modular form, in particular for retrofitting, also including a converter (7, 12) .

16. The ship as claimed in one or several of the preceding claims, characterized in that the ship (1) is a cruise ship.

17. The ship as claimed in one or several of the claims 1 to 15, characterized in that the ship (1) is a naval vessel.

18. The ship as claimed in one or several of claims 1 to 15, characterized in that the ship (1) is a large yacht.

19. The ship as claimed in one of claims 1 to 15, character^¬ ized in that the ship (1) is a container ship.