Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
  • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
  • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H21/00—Use of propulsion power plant or units on vessels
  • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
  • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T70/00—Maritime or waterways transport
  • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
  • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
  • Y02T70/5236—Renewable or hybrid-electric solutions

Definitions

• the invention relates to an arrangement for improving load response in a ma- rine vessel, which vessel comprises a propulsion system including an internal combustion engine, a generator, a main switchboard, and an electric propulsion unit according to the preamble of claim 1.
• the invention also relates to a method according to the preamble of claim 7.
• a conventional way to increase load with a diesel engine has been to increase supply of the fuel to the cylinder. Due to the turbocharger lag, the engine will be running at low air to fuel ratio some time, but the load of the engine is increasing. With a dual-fuel engine in “diesel mode”, the engine is working with this principle, but in “gas mode” the engine is run according to a so-called otto-cycle. In gas mode (otto-cycle) increasing the amount of fuel in a short period to increase load would lead to pre-ignition (knocking), which is an undesirable situation for the engine.
• An object of the present invention is to provide an arrangement for improving load response in a marine vessel, which arrangement avoids the problems en- countered in connection with prior art and which provides a simple and reliable solution.
• the basic idea of the invention is to provide an environmentally sound way to deliver a high load response in marine vessels. This is achieved by having a power bank connected to the main switchboard on the marine vessel.
• the power bank is arranged to store additional energy provided by the internal combustion engine generator combination by way of the main switchboard. For increasing load response, the additional energy stored in the power bank together with the electric energy delivered by the generator are supplied to the electric propulsion unit of the marine vessel in order to meet high load response de- mand at given times.
• the electric propulsion units provide the entire propulsive power, whereby the entire power of the motors can be used for instantaneous load change.
• the marine vessel may further comprise other energy consumers, such as hotel load.
• the additional energy stored in the power bank is advanta- geously arranged to be used together with the electric energy supplied by the generator also for powering said other energy consumers in order to increase the load response of said other energy consumers at a given time.
• the internal combustion engine is advantageously arranged to primarily use gas as fuel. Consequently, if the internal combustion engine is a dual-fuel engine, the dual-fuel engine is preferably arranged to be driven in a gas mode. Dual fuel engines are less responsive than similar diesel fuelled engines.
• Dual-fuel engines driven in diesel mode and diesel engines are also widely used in applications were load response is critical.
• the present invention may also advantageously be applied to dual-fuel engines driven in diesel mode as well as diesel engines. Diesel driven engines are also going to longer load response times as the mean effective pressure increases (corresponds to engine output and efficiency).
• a further advantage with the present invention is that the power bank may also be used to cover total electric load in port operation.
• the power bank can be used to assist propulsion in load transients or it can be used as a primary source of energy for other consumers, e.g. hotel load. This means that in an emission sensitive area, like a port, the marine vessel can be operated without running the engines.
• the power bank is advantageously a battery, a capacitor, a flywheel generator or any combination of these.
• Fig. 1 illustrates a first embodiment of an arrangement according to the present invention
• Fig. 2 illustrates a second embodiment of an arrangement according to the present invention.
• Fig. 1 shows a general layout of a propulsion system 1 of a marine vessel in a first embodiment of an arrangement according to the present invention.
• the propulsion system includes, in this embodiment, three so-called gensets, i.e. three internal combustion engines 2 with three respective generators 3.
• the generators 3 are coupled to a main switchboard (AC) 4.
• the propulsion system 1 also includes three electric propulsion units 5. Two of the electric propulsion units are shown as azimuthing thrusters and one as a tunnel thruster.
• the number and type of electric propulsion units may of course vary depending on the type of marine vessel.
• Variable speed drive of the electric propulsion units 5 is normally achieved by using converters (AC-DC-AC) 51 between the electric propulsion units 5 and the main switchboard (AC) 4.
• the arrangement according to the invention further includes two power banks (DC) 6, which are connected to the main switchboard (AC) through respective inverters (DC-AC) 61.
• the power bank could be a battery, a capacitor, a flywheel generator or any combination of these.
• Reference numeral 8 indicates an additional energy consumer, such as hotel load, which also is connected to the main switchboard 4.
• the in- ternal combustion engines 2 drive the generators 3 which deliver electric energy to the main switchboard (AC) 4.
• the electric energy is then supplied to the electric propulsion units 5 by way of the main switchboard 4 and the converters (AC- DC-AC) 51 for driving the same.
• the power banks 6 may be loaded by electric energy supplied through the main switchboard (AC) 4 and the inverters (DC-AC) 61 for storage.
• the electric propulsion units provide the entire propulsive power, whereby the entire power of the units can be used for instantaneous load change.
• the power required by the master of the marine vessel is taken from the bridge control instrumentation integrated into an automation system.
• the automation system assesses the status of the engine load currently being delivered and the current state of the power bank charge.
• the engine load delivered is in turn assessed by the automation system by sampling the power, i.e. the electric energy being produced at the genera- tor(s).
• the state of charge of the power bank is assessed by the electronics in the automation system.
• Changing engine loads requires that a protocol is followed. This protocol is integrated into the automation system. Given the state of engine load, the engine is taken through load steps to achieve the required output power by the automation system. Given the time to perform this load step, the automation system determines the optimal procedure for discharging the power bank(s) to enhance the load response. The automation system considers the current state of charge of the power bank(s) to ensure the power bank(s) is discharged to sufficiently cover the difference of required power to current engine power.
• Control of the extent of discharge is also exercised by the automation system to ensure the power bank(s) is not discharged to the detriment of the power bank life.
• the invention is particularly advantageous using internal combustion engines primarily using gas as fuel.
• the dual fuel engine is preferably driven in gas mode.
• Load response in gas operation is inferior in view of diesel operation, but on the other hand gas operation is clearly more environmental friendly than diesel operation.
• the increased load response capacity provided by the power bank set-up may thus be used to raise the load response level in gas operation to at least an equal level, or even a higher level than the load response level in diesel operation.
• Dual-fuel engines driven in diesel mode and diesel engines are also widely used in applications were load response is critical.
• the present invention may also advantageously be applied to dual-fuel engines driven in diesel mode as well as diesel engines. Diesel driven engines are also going to longer load response times as the mean effective pressure increases (corresponds to engine output and efficiency).
• Fig. 2 shows a general layout of a propulsion system 1 of a marine vessel in a second embodiment of an arrangement according to the present invention.
• the propulsion system includes, in this embodiment, three so-called gensets, i.e. three internal combustion engines 2 with three respective generators 3.
• the generators 3 are coupled to a main switchboard (DC) 4 through respective recti- fiers (AC-DC) 31.
• the propulsion system 1 also includes three electric propulsion units 5. Two of the electric propulsion units could e.g. be azimuthing thrusters and one e.g. a tunnel thruster.
• the number and type of electric propulsion units may of course vary depending on the type of marine vessel.
• the electric propulsion units 5 are connected to the main switchboard (DC) 4 through respective inverters (DC-AC) 52.
• the arrangement according to the invention further includes two power banks (DC) 6, which are connected to the main switchboard (DC) 4.
• one of the power banks 6 is a battery 62, i.e. a chemical storage
• the other power bank is a flywheel 63, i.e. a mechanical storage.
• the power bank could be a capacitor, on any combination of these.
• Reference numeral 8 indicates an additional energy consumer, such as hotel load, which also is connected to the main switchboard (DC) 4 through an inverter (DC-AC) 81. Said energy consumer 8 may also be connected to an AC- bus between the generators 3 and the respective rectifiers (AC-DC) 31 as shown by connection 82. Thus, energy could be delivered directly to said energy consumer 8 from the generators 3.
• DC-AC inverter
• Reference numeral 9 indicates a surplus load heat discharge, for dumping reverse power in situations where propulsion load is negative, i.e. when a propeller is turning the electric propulsion unit.
• the internal combustion engines 2 drive the generators 3 which deliver electric energy to the main switchboard (DC) 4 through the rectifiers (AC-DC) 31.
• the electric energy is then supplied to the electric propulsion units 5 by way of the main switchboard 4 and the inverters (DC-AC) 52 for driving the same.
• the power banks 6 may be loaded by electric energy supplied through the main switchboard (DC) 4 for storage.
• the electric propulsion units provide the entire propulsive power, whereby the entire power of the motors can be used for instantaneous load change.
• the power required by the master of the marine vessel is taken from the bridge control instrumentation integrated into an automation system.
• the automation system assesses the status of the engine load currently being delivered and the current state of the power bank charge.
• the engine load delivered is in turn assessed by the automation system by sampling the power, i.e. the electric energy being produced at the generators).
• the state of charge of the power bank is assessed by the electronics in the automation system.
• Changing engine loads requires that a protocol is followed. This protocol is integrated into the automation system. Given the state of engine load, the engine is taken through load steps to achieve the required output power by the automation system. Given the time to perform this load step, the automation system determines the optimal procedure for discharging the power bank(s) to enhance the load response. The automation system considers the current state of charge of the power bank(s) to ensure the power bank(s) is discharged to sufficiently cover the difference of required power to current engine power.
• Control of the extent of discharge is also exercised by the automation system to ensure the power bank(s) is not discharged to the detriment of the power bank life.
• the main switchboard 4 is a DC switchboard, which makes it easier to connect a DC-type power bank 6. In the power chain from power bank to electric propulsion unit, this further means that a rectifier may be eliminated. Consequently, this provides for a simple system with reduced transmission losses.
• the invention is particularly advantageous using internal combustion engines primarily using gas as fuel.
• the dual fuel engine is preferably driven in gas mode.
• Load response in gas operation is inferior in view of diesel operation, but on the other hand gas operation is clearly more environmental friendly than diesel operation.
• the increased load response ca- pacity provided by the power bank set-up may thus be used to raise the load response level in gas operation to at least an equal level, or even a higher level than the load response level in diesel operation.
• Dual-fuel engines driven in diesel mode and diesel engines are also widely used in applications were load response is critical.
• the present invention may also advantageously be applied to dual-fuel engines driven in diesel mode as well as diesel engines. Diesel driven engines are also going to longer load response times as the mean effective pressure increases (corresponds to engine output and efficiency).
• the two embodiments described above are just examples and clearly show that many variations with varying components are possible in carrying out the present invention.

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• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Supply And Distribution Of Alternating Current (AREA)
• Control Of Eletrric Generators (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Publications (2)

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Family Applications (1)

Country Status (7)

Cited By (4)

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Citations (2)

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• 2007
  • 2007-09-06 FI FI20075613A patent/FI20075613L/fi not_active IP Right Cessation
• 2008
  • 2008-08-20 KR KR1020107007315A patent/KR20100067104A/ko not_active Application Discontinuation
  • 2008-08-20 US US12/673,442 patent/US20120028516A1/en not_active Abandoned
  • 2008-08-20 WO PCT/FI2008/050468 patent/WO2009030807A2/en active Application Filing
  • 2008-08-20 EP EP08787741A patent/EP2185408A2/en not_active Withdrawn
  • 2008-08-20 JP JP2010523546A patent/JP2010537890A/ja active Pending
  • 2008-08-20 CN CN200880105909A patent/CN101795935A/zh active Pending

Patent Citations (2)

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