WO2012123547A1 - Bateau - Google Patents

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Publication number
WO2012123547A1
WO2012123547A1 PCT/EP2012/054570 EP2012054570W WO2012123547A1 WO 2012123547 A1 WO2012123547 A1 WO 2012123547A1 EP 2012054570 W EP2012054570 W EP 2012054570W WO 2012123547 A1 WO2012123547 A1 WO 2012123547A1
Authority
WO
WIPO (PCT)
Prior art keywords
cooling
air
electric motor
heat exchanger
ship
Prior art date
Application number
PCT/EP2012/054570
Other languages
German (de)
English (en)
Inventor
Rolf Rohden
Original Assignee
Wobben Properties 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 Wobben Properties Gmbh filed Critical Wobben Properties Gmbh
Priority to KR1020137026695A priority Critical patent/KR101596108B1/ko
Priority to CA2828658A priority patent/CA2828658C/fr
Priority to CN201280013639.2A priority patent/CN103619704A/zh
Priority to US14/004,376 priority patent/US20140072460A1/en
Priority to JP2013558442A priority patent/JP5797284B2/ja
Priority to EP12710206.9A priority patent/EP2686235A1/fr
Publication of WO2012123547A1 publication Critical patent/WO2012123547A1/fr

Links

Classifications

    • 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
    • B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
    • 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
    • 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
    • B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
    • B63H21/383—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like for handling cooling-water
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/06—Units comprising pumps and their driving means the pump being electrically driven
    • F04D13/08—Units comprising pumps and their driving means the pump being electrically driven for submerged use
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/08—Arrangements for cooling or ventilating by gaseous cooling medium circulating wholly within the machine casing
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/10—Arrangements for cooling or ventilating by gaseous cooling medium flowing in closed circuit, a part of which is external to the machine casing

Definitions

  • the invention relates to a ship with at least one electric motor for driving the ship, and a cooling device for cooling the at least one motor by means of at least one coolant. Furthermore, the invention relates to a cooling device for a ship with at least one electric motor.
  • the drive of ships has so far been mainly caused by internal combustion engines. For smaller vessels, for example in the leisure sector, electrical drives were often used. Recently, attempts are being made to drive larger ships, such as cargo ships and container ships, by means of electric drives. The climate at sea is a problem for these drives, which often have complicated and expensive electronics. In particular, the cooling of such electric drives for cargo ships is a hitherto inadequately solved problem.
  • Object of the present invention is to contribute to the solution of this problem to make a contribution, in particular to provide an electric motor driven ship with improved cooling.
  • the cooling device has a heat exchanger, which is adapted to cool the at least one coolant by means of seawater.
  • a ship according to the invention has at least two cooling circuits, which are coupled together.
  • coolant circulates between the at least one electric motor and the heat exchanger.
  • seawater circulates between the heat exchanger and an outside area of the ship.
  • the two circuits are separated so that coolant and seawater do not mix.
  • the at least one electric motor does not come into contact with seawater.
  • corrosion of the at least one electric motor is substantially reduced, thereby significantly prolonging the service life.
  • the maintenance effort is significantly reduced.
  • the construction and production of such an electric motor is simplified because it is not designed for direct cooling by seawater got to.
  • the heat exchanger is designed as a countercurrent heat exchanger.
  • the heat exchanger is designed as a DC heat exchanger.
  • a plurality of heat exchangers can also be used so that the coolant can be cooled in a multi-stage heat transfer process.
  • the coolant is air and / or fresh water.
  • fresh water is not to understand seawater, but for example, cooling water, cooling fluid and water-oil emulsions and the like.
  • Air here refers to indoor air, not to salty sea air.
  • These two coolants are particularly preferred since they are readily available and have already been widely used for electric motors.
  • the heat transfer from seawater to fresh water is easy to design due to the good heat conduction.
  • the coolant is air and a rotor and / or a stator of the electric motor is / are coolable by means of this air.
  • Air is preferred in particular for cooling a rotor of an electric motor.
  • the cooled air can for example be passed through the gap between the rotor and the stator, cooling fins can be arranged on the stator or cooling channels are guided through the stator, through which the cool air can be conducted.
  • the air can be passed into an inner cavity of the rotor and thus cool it.
  • the at least one electric motor is arranged in an essentially hermetically sealed engine compartment of the ship and the air for cooling the electric motor is room air.
  • the at least one electric motor is not exposed to salty air, whereby corrosion on the engine is largely avoided.
  • a separate space can be provided for each engine, or all engines are arranged together in a substantially hermetically sealed space.
  • a power supply of the motors can be arranged in this room.
  • the heat exchanger can be arranged in this hermetically sealed space, or otherwise be in fluid communication with this room.
  • means for conveying air are arranged on a cooling air inlet and / or a warm air outlet of the electric motor.
  • cool air can be directed to the electric motor or directed against it.
  • this air in cooling channels, via cooling fins, in recesses or cavities or the like on the electric motor can be conducted.
  • warm air can be directed away from the electric motor.
  • a targeted cooling of the engine is adjustable.
  • a targeted volume flow or a targeted air speed can be adjusted via the engine so that it can be cooled in a targeted manner. This achieves efficient operation of the engine and extends the life of an engine. Also, the maintenance is further reduced.
  • means for guiding the air are arranged between a cooling air inlet of the electric motor and a cooling air outlet of the heat transfer and / or between a warm air outlet of the electric motor and a warm air inlet of the heat transfer.
  • Such means may include, for example, hoses, channels, pipes, shafts, etc.
  • a targeted air supply and removal is developed according to the invention and improved effective cooling of the engine.
  • the means for guiding the air may comprise means for conveying air.
  • the means for guiding the air between a cooling air inlet of the electric motor and a cooling air outlet of the heat exchanger are arranged.
  • cool air is directed by means of the means for guiding the air specifically to the engine, the engine is cooled by means of the air fed to it, the warm air is then discharged into the space, which is preferably hermetically sealed.
  • the heated room air is then then cooled by the heat transfer again.
  • the means for guiding the air between a hot air outlet of the electric motor and a hot air inlet of the heat transfer are arranged.
  • the warm air is led away from the electric motor, to the heat exchanger by means of which it is cooled. Subsequently, the cooled air is discharged into the room, which is preferably hermetically sealed.
  • means for guiding the air are arranged both between a cooling air outlet of the heat transfer and a cooling air inlet of the electric motor, and between a warm air outlet of the electric motor and a warm air inlet of the heat transfer.
  • the cooling air circulates in a substantially closed system.
  • the space need not be hermetically sealed, but it is sufficient to protect the motors against saline air.
  • the at least one electric motor has cooling channels on a housing and / or on a stator.
  • the cooling channels can run through the housing and / or along a stator winding. By means of such cooling channels targeted cooling of a motor is possible.
  • the cooling channels can be embodied in various geometries, for example straight, curved, zigzag or in another way. Ribs may also be disposed in the channels for even more effective cooling.
  • air for cooling is feasible through the cooling channels and / or a gap between the stator and a rotor.
  • an effective cooling of the electric motor is advantageously developed.
  • means for guiding the air and / or means for conveying the air can be connected to the cooling channels.
  • the coolant is fresh water, which is feasible through the cooling channels for cooling the electric motor. So even more effective cooling of an electric motor is possible.
  • the fresh water is cooled by the heat transfer, passed down through pipes, hoses or the like to the channels, passed through the channels, and then heated again passed back to the heat exchanger.
  • the cooling device has a second heat exchanger, which is connectable to the first heat exchanger and which is adapted to cool air by means of fresh water, wherein the fresh water is coolable by means of the first heat exchanger by means of seawater. So can be cooled with a heat exchanger fresh water and air.
  • a large primary heat exchanger to cool fresh water by means of seawater, to direct this fresh water to various engines or other facilities in the ship, such as diesel engines.
  • the electric motors can therefore each have their own second small heat exchanger, by means of which air is cooled by the cool fresh water.
  • the fresh water can then be used in addition to, for example, to cool the stator of the engine, while the cooled air is used to be passed through a gap between the rotor and stator and so to cool the rotor.
  • the first heat exchanger can be connected to the stator of the electric motor and arranged to cool it by means of the fresh water.
  • the power supply has at least one converter and the converter can be cooled by means of fresh water.
  • the converters it is preferable to cool these converters by means of the fresh water, since they are preferably arranged in a local proximity to the electric motors. It is also preferable to arrange both the converter cooling or the energy supply cooling and the electric motor cooling to the same cooling circuit of fresh water. However, it is also possible to provide different cooling circuits.
  • the object is achieved in a cooling device of the type mentioned above in that the cooling device is designed according to one of the above-mentioned embodiments.
  • a cooling device can be used in a variety of ships, watercraft or yachts, for example, to cool electric motors or other devices to be cooled.
  • Such a cooling device helps to make the ship low maintenance and reliable and to reduce energy consumption.
  • all the advantages mentioned above are realized.
  • Figure 1 shows a ship according to the invention in a perspective view, partially broken away;
  • Figure 2 is a schematic representation of a first embodiment of a
  • Cooling device Figure 3 is a schematic representation of a second embodiment of a cooling device
  • Figure 4 is a schematic representation of a third embodiment of a
  • FIG. 5 shows a schematic illustration of a fourth exemplary embodiment of a
  • the ship 102 shown in Figure 1 has on a deck 1 14 four Magnusrotoren 1 10 as propulsion devices.
  • the ship also optionally has a bridge 130 and a crane 105 and a crane 103 on the deck 1 14 on.
  • the ship additionally has a ship's propeller 150 at the stern of the ship 102.
  • This propeller 150 may be connected via a shaft 1 1 1 with two electric motors 108, 109.
  • the electric motors 108, 109 are fed via two converter cabinets 1 15, 1 16 with electric current.
  • a ceiling 172 is arranged, which preferably closes the engine compartment relative to a cargo space airtight.
  • electric motors 108, 109 are preferably large-volume electric motors, e.g. Synchronous machines, used at a low speed, so that in the entire drive train, a gearbox is not necessarily provided.
  • the motors are preferably selectively operable. For a light inlet into the interior of the ship 102, this has on the sides of window 1 18.
  • FIGS 2 to 4 show exemplary embodiments of a cooling device according to the invention for a ship according to the invention 102 by means of which the electric motors 108, 109 are coolable.
  • the cooling device 1 in a first embodiment, a heat exchanger 2, which can be fed on one side 4 with a seawater stream 16.
  • the seawater flow is indicated here only schematically by the arrows.
  • the seawater stream 16 can be directed by pipes to the heat exchanger 2 back and forth.
  • the heat exchanger 2 On a second side 6, the heat exchanger 2 has an air inlet 24 and an air outlet 26.
  • air can be cooled by means of this heat exchanger 2.
  • an electric motor 8 is shown in FIG.
  • the electric motor 8 has a stator 10, which may have a stator housing.
  • the electric motor 8 has a rotor 12 which, in operation, rotates about an axis of rotation 14 and can be coupled to a drive unit of a ship, such as a shaft 1 1 1 and a marine propeller 150 (FIG. 1).
  • the electric motor 8 together with its elements is arranged in a space 19, which is closed by a wall 18 substantially airtight.
  • the heat exchanger 2 is arranged together with its elements outside of the space 19.
  • the stator or the stator housing 10 of the electric motor 8 also has an air inlet 20 and an air outlet 22. At each of these, as a means for conveying the air, a fan 20a, 22a is arranged to convey the air into or out of the engine 8; Alternatively, other pumps such as vane pumps o. The like.
  • the air can be conducted through cooling channels in the stator or the stator housing 10, and / or through a gap between the rotor 12 and the stator 10.
  • a tube 30 is arranged between the air outlet 22 and the air inlet 24 of the heat exchanger 2. Through this pipe 30 warm air is discharged from the engine 8 and passed to the heat exchanger 2.
  • the cool air exiting the air outlet 26 of the heat exchanger 2 is conducted by means of a second tube 32 to an air inlet 28 of the space 19 in the wall 18. From this air inlet 28, the air enters the space 19 so that it is filled with cool air in total.
  • the cool room air is then sucked by the fan 20a at the air inlet 20 and passed into the cooling channels or the gap between the rotor 12 and the stator 10.
  • the fan 20a in the inlet 20 can always suck in as much air as is needed to cool the engine 8 to a temperature required for optimum performance.
  • the motor 8 is also cooled by air, which is not blown directly into the motor 8, or sucked, but sweeps along its surface.
  • the space 19 is hermetically sealed by means of the wall 18 or ceilings, doors, hatches, etc., so that in a ship 102 (FIG. 1) no or as little salty air as possible reaches the space 19.
  • the space 19 is not hermetically sealed, but within the space 19 there is an overpressure, so that saline air can not flow from outside into the interior of the space 19.
  • a pipe is arranged between the inlet 28 of the space 19 and the inlet 20 of the engine 8, and / or that no pipe 30 is arranged between the outlet 22 of the engine 8 and the inlet 24 of the heat exchanger 2.
  • the cooling device 1 has a first heat exchanger 2 and a second heat exchanger 3. Both heat exchangers 2, 3 are coupled to a motor 8 and serve to cool them by means of coolant.
  • the first heat exchanger 2 is arranged in a first cooling circuit, which substantially corresponds to the first embodiment according to FIG. 2 of the cooling device 1.
  • the second cooling circuit in which the second heat exchanger 3 is arranged, uses as coolant fresh water, such as cooling water, or other cooling liquid.
  • the second heat exchanger 3 like the first heat exchanger 2, is coupled to a seawater flow 17, this seawater flow 17 in turn being able to be conducted to the heat exchanger 3, for example via pipes from an outer region of the ship 102 in a ship 102 according to FIG.
  • the heat exchanger 3 is connected in a second side 7 with two cooling water lines 34, 36, which each have a pump 38, 40.
  • the pumps 38, 40 are adapted to deliver a corresponding cooling water flow.
  • the cooling water lines 34, 36 lead from outside the room where the heat exchanger 3 is arranged in the interior 19 of the room and are there connected to a heat sink 42.
  • the heat sink 42 has a cooling water inlet 44 and a cooling water outlet 46.
  • the heat sink 42 is arranged on an outer section of the motor housing or of the stator 10 of the electric motor 8. This is just a schematic illustration. It is also possible to provide in a housing or in the stator 10 cooling channels through which cooling water is conductive.
  • FIG. 4 shows a further alternative of a cooling device 1.
  • the cooling device 1 according to FIG. 4 has a third cooling circuit.
  • the third cooling circuit is fed as well as the second cooling circuit by means of the heat exchanger 3, which is adapted to cool cooling water by means of a seawater flow 17.
  • two further cooling water lines 35, 37 branch off from the cooling water lines 34, 36 and lead cooling water toward or away from a converter cabinet 48.
  • the converter cabinet 48 is connected to the electric motor 8 via a power supply cable 50.
  • a plurality of inverters are arranged, which are adapted to electrical To provide current with a voltage and a frequency that are required by the electric motor 8.
  • the converter cabinet 48 or the converter contained in it is cooled with cooling water, which is cooled by means of the heat exchanger 3 by means of a seawater flow 17.
  • the cooled cooling water is conveyed on a second side 7 of the heat exchanger 3 by a pump 40, flows through a cooling water supply line 37 up to the converter cabinet 48.
  • a plurality of heat sinks may be arranged, or lamellae or the like which transport heat away from the inverters ,
  • the heated water is then conveyed away by means of the cooling water line 35 and the pump 38 of the converter cabinet 48 and passes back to the heat exchanger 3.
  • the two other cooling circuits are formed according to the cooling circuits of Figure 3.
  • FIG. 5 Another alternative of the cooling device 1 is shown as an exemplary embodiment according to FIG. According to this embodiment (FIG. 5), the cooling device 1 has essential features in common with the exemplary embodiment according to FIG.
  • the cooling circuits which are used for cooling the electric motor 8 according to the embodiment of Figure 5, are cascaded.
  • the cooling device has a first heat exchanger 2 and a second heat exchanger 3.
  • the heat exchanger 3 has a first side 5 and a second side 7, wherein in the first side 5, a seawater flow 17 is conductive, and to the second side cooling water lines 34, 36 are connected.
  • the first heat exchanger 2 also has a first side 4 and a second side 6, wherein two cooling water lines 52, 54 are connected to the first side 4 and to the second side 6 two air channels 30, 32nd Diedeementtechnischen 52, 54 lead to the second side 7 of the second heat exchanger 3.
  • the interaction of the air ducts 30, 32 with the electric motor 8 and the cooling channels 34, 36 with the cooling element 42 are formed according to the embodiment of Figure 3.
  • a seawater flow 17 is used to cool cooling water, which is then used on the one hand to cool the electric motor 8 via a heat sink 42 and on the other hand is used in the first heat exchanger 2 to cool air, which then in turn is used to cool the electric motor 8 and in particular the rotor 12.
  • a cooling device may be provided for each engine, or a common cooling device for a plurality of engines. If a cooling device for a plurality of motors according to the embodiment of Figure 5 is executed, for example, for each electric motor 8, 108, 109, a first heat exchanger 2 may be arranged, said plurality of first heat exchanger 2 cooperating with a single second heat exchanger 3.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Motor Or Generator Cooling System (AREA)

Abstract

L'invention concerne un bateau (102) comprenant au moins un moteur électrique (8, 108, 109) pour assurer la propulsion du bateau (102), et un dispositif de refroidissement (1) pour refroidir ledit au moins un moteur électrique (8, 108, 109) à l'aide d'au moins un agent réfrigérant. Selon l'invention, le dispositif de refroidissement (1) présente un échangeur de chaleur (2, 3) qui est conçu pour refroidir au moins un agent réfrigérant à l'aide de l'eau de mer (16, 17).
PCT/EP2012/054570 2011-03-15 2012-03-15 Bateau WO2012123547A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
KR1020137026695A KR101596108B1 (ko) 2011-03-15 2012-03-15 선박
CA2828658A CA2828658C (fr) 2011-03-15 2012-03-15 Bateau
CN201280013639.2A CN103619704A (zh) 2011-03-15 2012-03-15 船
US14/004,376 US20140072460A1 (en) 2011-03-15 2012-03-15 Ship
JP2013558442A JP5797284B2 (ja) 2011-03-15 2012-03-15 船舶
EP12710206.9A EP2686235A1 (fr) 2011-03-15 2012-03-15 Bateau

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011005588.6 2011-03-15
DE102011005588A DE102011005588A1 (de) 2011-03-15 2011-03-15 Elektromotor-Kühlung

Publications (1)

Publication Number Publication Date
WO2012123547A1 true WO2012123547A1 (fr) 2012-09-20

Family

ID=45876724

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/054570 WO2012123547A1 (fr) 2011-03-15 2012-03-15 Bateau

Country Status (9)

Country Link
US (1) US20140072460A1 (fr)
EP (1) EP2686235A1 (fr)
JP (1) JP5797284B2 (fr)
KR (1) KR101596108B1 (fr)
CN (1) CN103619704A (fr)
CA (1) CA2828658C (fr)
DE (1) DE102011005588A1 (fr)
TW (1) TWI468320B (fr)
WO (1) WO2012123547A1 (fr)

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US9663210B2 (en) 2013-07-09 2017-05-30 Abb Oy Ship's propulsion unit

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CN104787291A (zh) * 2015-04-09 2015-07-22 南京工业职业技术学院 一种船舶柴油主机冷却系统
DE102015218889B3 (de) * 2015-09-30 2017-03-30 Siemens Aktiengesellschaft Antrieb für ein wassergebundenes Fortbewegungsmittel
JP6712128B2 (ja) * 2015-10-23 2020-06-17 川崎重工業株式会社 舶用減速装置
RU2699510C1 (ru) * 2018-11-16 2019-09-05 Российская Федерация, От Имени Которой Выступает Министерство Промышленности И Торговли Российской Федерации Винто-рулевая колонка судна
US11066143B2 (en) * 2019-02-13 2021-07-20 GM Global Technology Operations LLC Cooling system for electric propulsion system of watercraft
JP7427571B2 (ja) 2020-11-10 2024-02-05 ヤンマーホールディングス株式会社 船舶

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RU2573694C1 (ru) * 2013-07-09 2016-01-27 Абб Ой Движительный агрегат корабля
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KR20130133862A (ko) 2013-12-09
CN103619704A (zh) 2014-03-05
EP2686235A1 (fr) 2014-01-22
TW201242840A (en) 2012-11-01
JP2014509569A (ja) 2014-04-21
CA2828658A1 (fr) 2012-09-20
JP5797284B2 (ja) 2015-10-21
KR101596108B1 (ko) 2016-02-19
CA2828658C (fr) 2015-10-13
TWI468320B (zh) 2015-01-11
DE102011005588A1 (de) 2012-09-20
US20140072460A1 (en) 2014-03-13

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