WO2010017814A2 - Système de propulsion pour propulser un navire, en particulier navire à double extrémité, dans deux directions différentes et son procédé de fonctionnement - Google Patents

Système de propulsion pour propulser un navire, en particulier navire à double extrémité, dans deux directions différentes et son procédé de fonctionnement Download PDF

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Publication number
WO2010017814A2
WO2010017814A2 PCT/DE2009/075041 DE2009075041W WO2010017814A2 WO 2010017814 A2 WO2010017814 A2 WO 2010017814A2 DE 2009075041 W DE2009075041 W DE 2009075041W WO 2010017814 A2 WO2010017814 A2 WO 2010017814A2
Authority
WO
WIPO (PCT)
Prior art keywords
ship
electric machine
shaft system
propulsion
operated
Prior art date
Application number
PCT/DE2009/075041
Other languages
German (de)
English (en)
Other versions
WO2010017814A3 (fr
Inventor
Friedrich Wirz
Original Assignee
Technische Universität Hamburg-Harburg
Tutech Innovation Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Technische Universität Hamburg-Harburg, Tutech Innovation Gmbh filed Critical Technische Universität Hamburg-Harburg
Publication of WO2010017814A2 publication Critical patent/WO2010017814A2/fr
Publication of WO2010017814A3 publication Critical patent/WO2010017814A3/fr

Links

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
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/20—Adaptations of chains, ropes, hawsers, or the like, or of parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
    • B63H2021/205—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type the second power unit being of the internal combustion engine type, or the like, e.g. a Diesel engine
    • 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 a ship propulsion system for propulsion of a ship, in particular a double-end ship, in two different directions of travel according to claim 1 and a method for operating such a ship propulsion system according to claim 2.
  • a propulsion system which is suitable for propulsion of a ship in two different directions of travel and thus in particular for installation on large double-decker ships, such as e.g. Double end ferries is suitable. It can be taken into account that in ships of this type, due to the length of the ship, an amidships engine room with shafts leading in both directions is often unsuitable. Rather, with the invention, two symmetrical machine rooms can be set up in the vicinity of the ship ends.
  • FIGS. 1-4 Two identical machine rooms are set up in the area of the ship ends, the basic construction of which can be seen in FIGS. 1-4. Showing:
  • Fig. 1 the front in relation to the direction of travel of the ship
  • Fig. 3 shows a machine in pure diesel mode
  • Fig. 4 shows a machine in pure electric mode.
  • a first internal combustion engine in the form of a main diesel engine 1, which provides about half the service speed for service speed, via a shaft 6 with a (first continuous) switchable first clutch K1 with a first electrical
  • Machine 2 connected, which in turn can also generate about half the drive power as well as implement motorized. Beyond is a single-stage transmission 3, which is connected to the first electric machine 2 by a second switchable clutch K2. The large gear shaft of the transmission 3 ultimately leads outboard to a first propulsion unit in the form of a variable pitch propeller 4, which is designed for the entire drive power. In addition, in each engine room, a conventional diesel generator set 5 with relatively small rated power.
  • the circuit in Fig. 1 represents the front in the direction of travel engine room VM.
  • the diesel engine 1 is running below its rated power and drives via the closed first clutch K1 to the generator operated as the first electric machine 2, which in turn is connected via the closed switch S to the electrical system and thus feeds electrical power into the electrical system.
  • the second clutch K2 is opened, so that the transmission 3 and the propeller 4 are not mechanically driven.
  • the wings of the propeller are in gliding position, so that this strand is at a standstill.
  • FIG. 2 shows the machine room AM lying aft in the direction of travel with a second internal combustion engine in the form of a second diesel engine 11.
  • the second diesel engine 1 1 also runs below its rated power, which is passed through the closed third clutch K3 in the shaft train.
  • a second electric machine 21 runs in the engine mode by picking up the electrical power generated by the front engine VM from the electrical system.
  • Both the diesel-mechanical, as well as the electromechanical power, which add up to the total required drive power are fed through the closed fourth clutch K4 in the transmission, where translated and directed to a second propulsion unit in the form of a second propeller 41, which in turn drives the ship ,
  • Starting up from standstill to rated operation consists of starting the drives and the subsequent load pickup.
  • the front diesel engine 1 is started with the engaged electric machine 2. Subsequently, the electric machine 2 is synchronized with the network and, initially load-free, switched.
  • the aft strand can be raised in three different ways: 1.
  • the diesel engine 1 1 is started alone, the third K3 and the fourth clutch K4 are open. Subsequently, first the second electric machine 21 (under open network connection) is accelerated by closing the third clutch K3 and finally the rest of the train by closing the fourth clutch K4.
  • Solution 1 is very gentle for the diesel engine 11, because not the entire mass of the shaft system including the electric rotor of the second electric machine 21, gearbox 31 and propeller 41 must be accelerated all at once.
  • Solution 3 protects the clutches K3 and K4, because they close at standstill and thus no switching work (acceleration to synchronous speed) must be applied.
  • Solution 2 is a compromise option.
  • diesel engines are designed to be cranked in uncoupled systems, and each time in addition to the engine, the entire drivetrain must be accelerated so that Solution 3 can be considered as the appropriate one. Now also the aft electric machine can be synchronized with the mains and switched on.
  • the aft electric machine 21 remains initially disconnected from the network.
  • the aft diesel engine 1 1 is now used first, wherein the electric machine 21 rotates freely. In this state, the acceleration on the Kombinatorkurve done, a constant speed operation is not required.
  • the electric machine 21 is energized to pick up power from the front train VM and supply it to the waveguide, which then happens in the constant speed mode.
  • a third possibility is given when the electrical machines 2 and 21 have a common, but separate from the rest of the electrical system busbar. In that case, the electrical power of the front strand VM can be continuously summed on the aft strand AM, without being on a
  • the forward propeller 4 in the current direction of travel is to be taken to stop the ship in operation, this can be done in two ways. It is assumed that the front diesel engine 1 is running and the electric machine 2 is still located on the network to supply the aft strand AM with power. Since this power on the aft strand AM is temporarily no longer needed, the front electric machine 2 can be disconnected from the network for the time being. Now, the second clutch K2 can be closed and the shaft line can be accelerated with propeller 4, which corresponds to the circuit in Fig. 3. The other option is to spare the second clutch K2.
  • the system propeller-shaft-transmission is accelerated by adjusting the blade pitch on the propeller 4 in the turbine quadrant, until the speed of the pinion shaft synchronously to the engine speed and the second clutch K2 can be closed without switching work.
  • the engine power is resumed at the same time and brought the sash position in the drive quadrant with a positive thrust direction, so that brake thrust is generated.
  • the electric machines do not have to be raised from standstill under load for motor operation. Instead, they are accelerated by the diesel engines without load and then connected to the grid. This makes it possible to save costly power electronics and significantly increases the life of the electrical machines.
  • the drive can be done exclusively dieselmechanisch.
  • the circuit of the aft system AM for this case is shown in Fig. 3. Electrical conversion losses are avoided in this area. For larger power conversion losses must be accepted only for the proportion above half the drive power. Thus, the overall efficiency compared to a system with exclusively electric traction motors is significantly higher.
  • Main diesel engine are generated and therefore the auxiliary diesel engines are turned off.
  • the circuit can then be optimized in terms of the best efficiencies in the nominal point of the machine in question.
  • PTO Power Take Off
  • power generation is carried out directly and thus without transmission losses, which further contributes to a higher overall efficiency.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Ship Loading And Unloading (AREA)

Abstract

L'invention concerne un système de propulsion pour propulser un navire, en particulier un navire à double extrémité, dans deux directions différentes ainsi qu'un navire à double extrémité, en particulier un bac à double extrémité, avec un système de propulsion selon l'invention.
PCT/DE2009/075041 2008-08-11 2009-08-10 Système de propulsion pour propulser un navire, en particulier navire à double extrémité, dans deux directions différentes et son procédé de fonctionnement WO2010017814A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008037114A DE102008037114A1 (de) 2008-08-11 2008-08-11 Schiffantriebssystem zum Antrieb eines Schiffes, insbesondere eines Doppelendschiffes, in zwei unterschiedlichen Fahrtrichtungen und Verfahren zu dessen Betrieb
DE102008037114.9 2008-08-11

Publications (2)

Publication Number Publication Date
WO2010017814A2 true WO2010017814A2 (fr) 2010-02-18
WO2010017814A3 WO2010017814A3 (fr) 2011-02-24

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2009/075041 WO2010017814A2 (fr) 2008-08-11 2009-08-10 Système de propulsion pour propulser un navire, en particulier navire à double extrémité, dans deux directions différentes et son procédé de fonctionnement

Country Status (2)

Country Link
DE (1) DE102008037114A1 (fr)
WO (1) WO2010017814A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020503249A (ja) * 2016-10-12 2020-01-30 ダウ アグロサイエンシィズ エルエルシー 殺有害生物作用を有する分子、それに関する中間体、組成物および方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013108161B4 (de) 2013-07-30 2018-06-07 Schottel Gmbh Verfahren zum Betrieb einer Doppelendfähre

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0117881A1 (fr) * 1983-03-03 1984-09-12 Licentia Patent-Verwaltungs-GmbH Installation de propulsion marine à hélices principale et supplémentaire
WO2002072418A1 (fr) * 2001-03-13 2002-09-19 Man B & W Diesel A/S Installation de propulsion destinee a des objets maritimes
WO2004007278A2 (fr) * 2002-07-10 2004-01-22 Siemens Aktiengesellschaft Systeme electrique d'alimentation en energie pour un navire, notamment pour un navire de guerre pouvant fonctionner avec une signature infrarouge faible
WO2004028899A1 (fr) * 2002-09-20 2004-04-08 Siemens Aktiengesellschaft Systeme d'entrainement de bateau electrique
WO2005049418A2 (fr) * 2003-11-19 2005-06-02 Siemens Aktiengesellschaft Systeme de production d'energie, de repartition et d'alimentation en courant de bord pour des navires de surface de marine de differentes classes et tailles a faibles rejets

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0117881A1 (fr) * 1983-03-03 1984-09-12 Licentia Patent-Verwaltungs-GmbH Installation de propulsion marine à hélices principale et supplémentaire
WO2002072418A1 (fr) * 2001-03-13 2002-09-19 Man B & W Diesel A/S Installation de propulsion destinee a des objets maritimes
WO2004007278A2 (fr) * 2002-07-10 2004-01-22 Siemens Aktiengesellschaft Systeme electrique d'alimentation en energie pour un navire, notamment pour un navire de guerre pouvant fonctionner avec une signature infrarouge faible
WO2004028899A1 (fr) * 2002-09-20 2004-04-08 Siemens Aktiengesellschaft Systeme d'entrainement de bateau electrique
WO2005049418A2 (fr) * 2003-11-19 2005-06-02 Siemens Aktiengesellschaft Systeme de production d'energie, de repartition et d'alimentation en courant de bord pour des navires de surface de marine de differentes classes et tailles a faibles rejets

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020503249A (ja) * 2016-10-12 2020-01-30 ダウ アグロサイエンシィズ エルエルシー 殺有害生物作用を有する分子、それに関する中間体、組成物および方法
JP2021050202A (ja) * 2016-10-12 2021-04-01 ダウ アグロサイエンシィズ エルエルシー 殺有害生物作用を有する分子、それに関する中間体、組成物および方法
JP7097937B2 (ja) 2016-10-12 2022-07-08 コルテバ アグリサイエンス エルエルシー 殺有害生物作用を有する分子、それに関する中間体、組成物および方法

Also Published As

Publication number Publication date
DE102008037114A1 (de) 2010-03-04
WO2010017814A3 (fr) 2011-02-24

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