WO2022235202A1 - Solution optimisée pour système d'alimentation électrique et d'accumulation d'énergie et procédé pour un navire d'installation d'éolienne - Google Patents

Solution optimisée pour système d'alimentation électrique et d'accumulation d'énergie et procédé pour un navire d'installation d'éolienne Download PDF

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Publication number
WO2022235202A1
WO2022235202A1 PCT/SG2021/050337 SG2021050337W WO2022235202A1 WO 2022235202 A1 WO2022235202 A1 WO 2022235202A1 SG 2021050337 W SG2021050337 W SG 2021050337W WO 2022235202 A1 WO2022235202 A1 WO 2022235202A1
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WO
WIPO (PCT)
Prior art keywords
bus
jacking
vfd
motor
thruster
Prior art date
Application number
PCT/SG2021/050337
Other languages
English (en)
Inventor
Kum Seng LEONG
Original Assignee
Swts Pte. Ltd.
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 Swts Pte. Ltd. filed Critical Swts Pte. Ltd.
Priority to EP21939929.2A priority Critical patent/EP4335028A1/fr
Publication of WO2022235202A1 publication Critical patent/WO2022235202A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/10—Parallel operation of dc sources
    • H02J1/102—Parallel operation of dc sources being switching converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H02J3/381—Dispersed generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
    • H02J2300/20—The dispersed energy generation being of renewable origin
    • H02J2300/28—The renewable source being wind energy

Definitions

  • the present invention generally relates to electrical power systems, and in particular to an electrical power system and method incorporating an energy storage system. While the present invention will be described with reference to its application in wind turbine installation vessels, it is to be appreciated that the invention is not restricted to this application, and that other applications are also envisaged.
  • Wind turbine installation vessels typically utilise a very large number of electric motors in their operation.
  • a WTIV requires AC motors to allow for the jacking up or down of the vessel hull.
  • the AC motors used for this application are known as ‘jacking’ motors.
  • many other AC motors are required to operate other ancillary equipment such as the stabilisers, cargo elevators and pumps of the WTIV, these AC motors being referred to as ‘non jacking’ motors. Therefore, an elaborate electrical power system is required to control and supply all these AC motors with electric power.
  • the jacking motors will effectively operate as an AC generator thereby providing regenerative energy back into the electric power system.
  • This regenerative energy has however generally been dissipated as heat using a resistive load.
  • This regenerative energy could however be reutilized to power the jacking and non-jacking motors.
  • Systems have therefore been developed that include arrangements to capture and store the regenerative energy produced by the motors, and to subsequently feed that energy back into the power supply to supplement the power generated to run the motors thereby leading to energy savings.
  • an electrical power and energy storage system for a wind turbine installation vessel including: a Jacking VFD DC Bus; a Thruster VFD DC Bus connected to the Jacking VFD DC Bus; at least one energy storage module connected to the Jacking VFD DC Bus and/or to the Thruster VFD DC Bus; at least one motor module connected to the Jacking VFD DC Bus, the or each motor module including an AC jacking motor, an AC non-jacking motor, a DC to AC motor inverter module (MIV) for providing variable frequency drive (VFD) control of the AC jacking motor and AC non-jacking motor, and a change-over switch for alternatively connecting the MIV to the AC jacking motor or the AC non-jacking motor, the MIV being adapted to alternatively provide VFD control of the AC jacking motor or the AC non-jacking motor when connected thereto by the change-over switch; wherein regenerative energy generated by the AC jacking motor or AC non jacking motor of the
  • the energy storage module includes an Energy Storage System (ESS), and a DC to DC Converter connecting the ESS to the Jacking VFD DC Bus and/or to the Thruster VFD DC Bus.
  • ESS Energy Storage System
  • DC to DC Converter connecting the ESS to the Jacking VFD DC Bus and/or to the Thruster VFD DC Bus.
  • the system includes at least one DC power source connection for connecting the Jacking VFD DC Bus to supply DC power to an external MIV for VFD control.
  • the system further includes at least one DC to AC power connection including a DC to AC motor inverter (MIV) for connecting the Jacking VFD DC Bus to an external ac motor for variable speed control.
  • MIV DC to AC motor inverter
  • the system further includes at least one DC to AC power supply connection for connecting the Jacking VFD DC Bus to an AC ship services consumer bus, the DC to AC connection including a DC to AC Inverter and a transformer.
  • the Jacking VFD DC Bus is configured as a ring Bus.
  • the DC Ring bus is operated as fully closed ring bus or partially closed ring bus or fully opened island bus.
  • the AC Bus is connected to at least one Thruster Module T the Thruster Module comprising at least one AC to DC converter connected between the AC Bus and the Thruster VFD DC Bus, at least one DC to AC inverter MIV connected to a thruster AC motor, and a DC Interconnector connecting the Thruster VFD DC Bus to the Jacking VFD DC Bus.
  • the system further includes a thruster transformer connected between the AC Bus and the AC to DC converter within the Thruster Module.
  • the system further includes at least one Thruster VFD DC Bus connected energy storage module including an Energy Storage System (ESS), and a DC to DC Converter connecting the ESS to the Thruster VFD DC Bus.
  • ESS Energy Storage System
  • DC to DC Converter connecting the ESS to the Thruster VFD DC Bus.
  • the system further includes at least one AC Bus connected energy storage modules including an energy storage system (ESS), a transformer, and AC to DC converter.
  • ESS energy storage system
  • transformer transformer
  • AC to DC converter AC to DC converter
  • a method of controlling an electrical power and energy storage system for a wind turbine installation vessel including: a Jacking VFD DC Bus; a Thruster VFD DC Bus connected to the Jacking VFD DC; at least one energy storage module connected to the Jacking VFD DC Bus; and/or to the Thruster VFD DC Bus; at least one motor module connected to the Jacking VFD DC Bus, the or each motor module including an AC jacking motor, an AC non-jacking motor, a DC to AC motor inverter module (MIV) for providing variable frequency drive (VFD) control of the AC jacking motor and AC non-jacking motor, and a change-over switch for alternatively connecting the MIV to the AC jacking motor or the AC non-jacking motor, the MIV being adapted to alternatively provide VFD control of the AC jacking motor or the AC non-jacking motor when connected thereto by the change-over switch; the method including: connecting the MIV within the or each motor module to
  • the system includes an AC Bus, and one or more generators connected to the AC Bus, wherein the AC Bus is connected to the Jacking VFD DC Bus via a Thruster Module, the Thruster Module comprising the Thruster VFD DC Bus, at least one AC to DC converter connected to the Thruster DC Bus, a DC to AC MIV converter connected to a thruster AC motor, and a DC Interconnector connecting the Thruster VFD DC Bus to the Jacking VFD DC Bus, and at least one AC Bus connected Energy Storage Module including an energy storage system (ESS), DC to AC Inverter and with or without a transformer connected to the AC Bus; wherein the method includes storing energy delivered from the AC Bus to the or each AC Bus connected Energy Storage Module during a low load period of the system, and supplying the stored energy from the AC Bus connected Energy Storage Module back to the AC Bus connected load and/or to any load connected to the Thruster DC Bus and/or connected to the Jacking DC Bus during a peak load period of the system.
  • ESS energy storage system
  • the method includes
  • the method includes storing energy delivered from the AC Bus through the or each thruster module to charge the or each Jacking VFD DC Bus connected Energy Storage Module during a low load period of the system via the DC Interconnector Bus connection, and the supplying of the stored energy from the or each Jacking VFD DC Bus connected Energy Storage Module with DC to DC converter to the Thruster VFD DC Bus to the thruster ac motor during peak load period of the system via the DC Interconnector.
  • the Thruster Module further includes a Thruster VFD DC Bus connected Energy Storage Module including an Energy Storage System (ESS), and a DC to DC Converter connecting the ESS to the Thruster VFD DC Bus, wherein the method includes the Thruster VFD DC Bus connected Energy Storage Module storing regenerative energy from the thruster motor, jacking and/or non-jacking motors.
  • ESS Energy Storage System
  • DC to DC Converter connecting the ESS to the Thruster VFD DC Bus
  • the method includes the Thruster VFD DC Bus connected Energy Storage Module storing regenerative energy from the thruster motor, jacking and/or non-jacking motors.
  • ESS are also capable to discharge its stored energy from ESS back to the thruster ac motor, jacking and non-jacking ac motor through its DC Interconnector and its MIV.
  • Figure 1 shows a first part of a single line diagram (SLD) of an electric power and energy storage system according to the present disclosure
  • Figure 2 shows a second part of a single line diagram (SLD) of an electric power and energy storage system of Fig. 1 ; and [0026] Figure 3 shows a third part of a single line diagram (SLD) of an electric power and energy storage system of Fig. 1 .
  • SLD single line diagram
  • Figs. 1 to 3 respectively show different parts of a partial single line diagram (SLD) of an electric power and energy storage system according to the present disclosure that is suitable for use in a WTIV.
  • Figs. 1 to 3 therefore together show the complete SLD of the system 1 when joined together, with the SLD part shown Fig. 1 being joined to the left of the SLD part shown in Fig. 2, and SLD part of Fig. 2 being joined to the left of the SLD part shown in Fig. 3.
  • SLD partial single line diagram
  • the electric power and energy storage system generally comprises a Jacking VFD DC Bus 102 connected to a jacking motor electrical variable speed drive (VFD) system.
  • the jacking system comprises one or more motor modules 2, each motor module 2 comprising a DC to AC Motor Inverter Module (MIV) 200 connected via a change-over switch 201 to an AC jacking motor 202 and AC non-jacking motor 203.
  • MIV DC to AC Motor Inverter Module
  • One or more energy storage modules 3 are also connected to the Jacking VFD DC Bus 102, each energy storage module 3 comprising an energy storage system (ESS) 301 connected via a bidirectional DC to DC converter 302 to the Jacking VFD DC Bus 102.
  • ESS energy storage system
  • the ESS 301 can receive and store regenerative braking energy from the AC jacking motor 202 or AC non-jacking motor 203 of the motor module 2 and from thruster motor 409 through thruster MIV 407 and DC Interconnector 411 for later consumption.
  • the system 4 is also provided with a main AC bus 105 to which is connected one or more generators 106, which may typically be diesel generators.
  • the AC Bus 105 is connected to the Jacking VFD DC Bus 102 via one or more thruster transformers 108, each thruster transformer 108 being respectively connected to one or more AC to DC thruster converters 400 which are in turn connected to a Thruster VFD DC Bus 107.
  • the Jacking VFD DC Bus 102 is connected to the Thruster VFD DC Bus 107 via a DC interconnector 411 that may be either a cable or a bus dust, and may also include one or more fuses 412.
  • a DC interconnector 411 may be either a cable or a bus dust, and may also include one or more fuses 412.
  • AC Bus can be connected through an AC Input Choke to the AC input of an AC to DC Converter 400 without a Thruster transformer 108 if the AC Bus voltage suits the required AC input voltage to the AC to DC converter 400.
  • the MIV 200 of each motor module 2 provides variable frequency drive (VFD) control for both the jacking motor 202 and non-jacking motor 203 when connected thereto.
  • the change-over switch 201 can be electrically or manually operated to switch the MIV 200 to provide an AC power supply to alternatively drive the jacking motor 202 or the non-jacking motor 203.
  • the MIV 200 can store parameters in relation to both the jacking and non-jacking motors 202, 203. The appropriate pre-stored motor parameters will be applied to the appropriate jacking or non-jacking motor 202, 203 through the selection of the change-over switch position selected for that motor.
  • the MIV 200 together with the associated jacking motor 202 can be arranged to operate together in one or more than one jacking group or independently of a jacking group.
  • the MIV 200 together with the associated non-jacking motor 203 can be arranged to operate in a non-jacking group.
  • the MIV 200 together with its associated non-jacking motor 203 can also be arranged to operate as an individual non-jacking motor 203 with MIV 200.
  • the non-jacking motors 203 are generally not required to operate and vice versa.
  • the provision of a change-over switch 201 eliminates the need for a separate MIV 200 for the non-jacking motor 202. This can lead to a substantial reduction in capital expenditure for the system 1.
  • the elimination of the MIV 200 for the non-jacking motors 203 reduces the amount of expensive room space required on the WTIV.
  • the maintenance and spare parts costs for a separate non-jacking motor MIV is eliminated. This can also lead to a reduction in the steel structure cost for the system leading to an overall reduction in the dead weight tonne of the WTIV, this could lead to a reduction in the height for the centre of gravity in the overall WTIV leading to a more stable vessel.
  • the energy storage modules 3, each comprising an ESS 301 and a bidirectional DC to DC converter 302 are connected to the Jacking VFD DC Bus 102, regenerative energy generated by the jacking or non-jacking motors 202, 203 from each motor module 2 can flow and be stored within the ESS 301 of the or each energy storage module 3.
  • the regenerative energy generated by the jacking or non-jacking motor 202, 203 passes though the MIV 200 to the Jacking VFD DC Bus 102, and then flows from the Jacking VFD DC Bus 102 through the bidirectional DC to DC converter 302 to the ESS 301 of the or each Energy Storage Module 3.
  • the ESS 301 be a battery, super capacitor or other type of energy storage device.
  • the energy storage modules 3 is also capable to discharge or charge its energy to/from thruster ac motor through the DC Interconnector, the Thruster VFD DC Bus, the Thruster motor MIV.
  • This added versatility allow ESS be located in decentralised locations (in thruster room and jacking VFD room) to solve space constraint in a particular room space or for ESS be centralised within one big room and yet able to serve load demand requirements into or out of thruster motor, jacking and non-jacking motor and assist a reduction in number of generators running in parallel during high peak load demand such as during DP operation.
  • Braking Resistor module 430 will assist to reduce ESS rating.
  • Braking Resistor module 430 comprise of a DC to DC Converter 432 with a braking resistor bank 431 connected to the Jacking VFD DC Bus can be designed to reduce the capacity of ESS.
  • the ESS rating for this type of embodiment may not be sized to the full regenerative braking rating but is being assisted by braking module 430 to dissipate the remainder regenerative braking energy from jacking motor and/or from thruster motor after the ESS is fully charged.
  • VFD control is used for each jacking and non-jacking motor 202,203, this facilitates the recovery of regenerative braking energy that can be harvested and stored in the ESS 301.
  • VFD controllers are typically based on a voltage source Pulse Width Modulation (PWM) and Pulse Edge Modulation principle, and therefore by necessity, require an inherent stage of a dc supply within its VFD configuration due the need to convert from ac to dc and then from dc to ac in order to achieve variable voltage with variable frequency output to the ac motor. This requirement of a DC supply within a VFD controller, makes recovery of motor regenerative power easily achievable.
  • PWM Pulse Width Modulation
  • Pulse Edge Modulation principle Pulse Edge Modulation
  • the jacking motors 202 operate as an ac generator, regenerating power and energy back to the Thruster VFD DC Bus 107 and Jacking VFD DC Bus 102 through the MIV 200, converting ac from the ac motor to dc onto the Jacking VFD DC Bus 102 for the Jacking System.
  • the non-jacking motors 203 may also generate regenerative energy in particular motor applications.
  • the electric power and energy storage system may also provide a DC Power Source Connection 5 to allow external machinery including VFD for cranes to be connected to the Jacking VFD DC Bus 102 as shown in Fig. 1 .
  • Some major crane manufacturers produce cranes complete with their own VFD complete with dc-to-dc converter with braking resistor for dissipation of regenerative energy from the crane motor MIV.
  • This arrangement is provided to protect the proprietary crane control software used within their cranes. Therefore, in order to comply to the crane manufacturer’s power supply requirements, the vessel has to provide one or more AC circuit breaker feeders, and at least one or more step down transformers rated for the high kW crane motor load and its secondary circuit breaker feeder.
  • the crane manufacturers therefore also need to supply an AC to DC rectifier and a crane motor MIV to provide VFD control of the crane motors.
  • the DC Power Source Connection 5 provides one or more dc power supply sources to the crane manufacturer’s crane motor MIV.
  • the crane manufacturer can eliminate the need for their own AC to DC rectifier which has no intelligence in its crane control system.
  • the crane manufacturer can now take in a dc power supply source and supply only the crane MIV. This allows the crane manufacturer to keep their proprietary crane control software within their crane motor MIV without exposing that software to other vendors.
  • the benefit to the WTIV owner includes cost and space savings in not requiring another separate AC circuit breaker feeder for crane VFD, its step- down transformer, its AC to DC rectifier and its dc to dc converter with braking resistor.
  • the benefit for this system according to the present disclosure is that regenerative braking energy from the crane motor MIV can be fed back to the Jacking VFD DC Bus 102 and Thruster VFD DC Bus and be recovered as stored energy within the ESS 301 and/or ESS 405 and/or ESS 801 .
  • the Jacking VFD DC Bus 102 can be a fully closed ring bus. It is however also envisaged that the Jacking VFD DC Bus 102 be a partially open ring bus with one or more bus tie breakers 104 open, or a fully open ring bus in an independent island mode.
  • One or more Energy Storage Modules 3 can be connected to the Thruster VFD DC Bus and Jacking VFD DC Bus to recover regenerative energy for later consumption as previously discussed.
  • a ring bus configuration of the Jacking VFD DC Bus 102 provides benefits including high redundancy, reliability and flexibility in operation.
  • This ring bus connection can allow for continuous jacking operation and continuous VFD operation for the MIVs 200 connected to the Jacking VFD DC Bus 102.
  • VFD DC Bus connected in ring bus configuration whether operated in open ring or closed ring, in the event of one thruster VFD not operating, the affected Jacking VFD DC Bus section can still be switched over to connect with another DC power supply source from another Thruster VFD DC Bus to obtain an alternative DC power supply source providing high security in DC power supply to the Jacking VFD DC Bus.
  • a DC to AC Power Connection 6 can also be connected to the Jacking VFD DC Bus 102 as shown in Fig. 2.
  • the DC to AC Power Connection 6 includes a DC to AC motor inverter MIV 601 located between and connected to the Jacking VFD DC Bus 102, and a crane or other ac motor 602. This integrated approach with one or more pieces of crane MIV (601 ) saves space for any crane or other heavy load consumer using VFDs to drive their motors.
  • the benefits achieved by this DC to AC Power Connection is similar to that provided by the DC Power Source Connection 5.
  • the system according to the present disclosure may also be provided with one or more DC to AC Power Supply connections 7 connected to the Jacking VFD DC Bus 102 as shown in Fig. 2.
  • Each DC to AC Power Supply connection 7 includes a DC to AC fixed frequency inverter 701 and a transformer 702 for connection to provide ac power supply to consumer connected on a AC Ship Services Bus 703.
  • the system according to the present disclosure may also be provided with one or more AC Bus connected Energy Storage Modules 8 connected to the AC Bus 105 as shown in Figs. 1 and 3.
  • Each AC Bus connected Energy Storage Module 8 includes an ESS 801 connected via a bidirectional AC to DC Converter 802 to a stepdown transformer 803 which is then connected to the AC Bus 105.
  • the step down transformer 803 could be omitted.
  • the ESS 801 be a battery, super capacitor or other type of energy storage device.
  • These ESS 801 can cater for spinning reserve or allow operation of the main diesel engine generators 106 to operate at as close to its full load as possible through a reduction in quantity of one or more main engine generators 106, using the ESS 801 to supply the peak load and for peak load shaving on the generation load or for spinning reserve.
  • the ESS 801 is charged and stored with energy delivered from the AC Main bus 105 to the ESS 801.
  • the Energy Supply Module 8 will supply the energy from the ESS 801 to the AC Main Bus 105 through the bi-direction DC to AC inverter 802. This can allow for a reduction in number of main diesel engine generator 106 that need to operate in parallel operation thereby saving fuel and reducing the carbon footprint of the system.
  • the benefits in using any of the AC Bus connected Energy Storage Modules 8 or DC Bus connected Energy Storage Module 3 or Energy Storage Module 402 include cost savings in diesel fuel by running a lesser number of generators 106 than otherwise required to operate for at high loads. Furthermore, the generators 106 can operate at a higher efficiency because they are operating at a higher loading point of operation. There will also be a reduction in the maintenance cost and spare part costs of the diesel engine generators 106 due to the reduction in the number of generators operating in parallel.
  • AC power from the AC Bus 105 can flow to the Jacking VFD DC Bus 102 through one or more thruster transformers 108, with each thruster transformer 108 being connected to a Thruster Module 4, which is in turn connected to the Jacking VFD DC Bus 102 as shown in Fig. 1 . It is also possible for the AC Bus 105 to be directly connected to the Thruster Module 4 without the thruster transformer 108.
  • Each Thruster Module 4 comprises the Thruster VFD DC Bus 107, and one or more AC to DC thruster convertors 400 connecting the thruster transformer 108 to the Thruster VFD DC Bus 107.
  • the Thruster Module 4 further comprises a DC to AC inverter MIV 407 connecting the Thruster VFD DC Bus 107 to a thruster ac motor 409 used to power a thruster assembly of the WTIV. Because the Thruster VFD DC Bus 107 is connected via the DC interconnector 411 to the Jacking VFD DC Bus 102, this allows the ESS Modules 3 connected to the Jacking VFD DC Bus 102 to be charged by regenerative braking energy generated by the thruster motors 409. The ESS Modules 3 can also discharge its stored energy to the thruster motors 409 using energy stored in the ESS Modules 3 through thruster MIV 407.
  • each Thruster Module 4 further comprises a Thruster VFD DC Bus connected Energy Storage Module 402 comprising a DC to DC converter 403 connecting an ESS 405 to the Thruster VFD DC Bus 107.
  • This ESS 405 can then perform storage and discharge of energy with same functionality as ESS 301 .
  • the ESS 405 can also perform same functionality as ESS 301 to store and discharge energy from and to jacking and non-jacking motors 202,203.
  • the Thruster VFD DC Bus connected Energy Storage Module 402 can therefore operate in the same way as the Jacking VFD DC Bus connected Energy Storage Module 3, and can therefore be used in place of the Energy Storage Module 3, for example where there is insufficient room on the Jacking VFD DC Bus 102 to connect any Energy Storage Modules 3.
  • the DC Interconnector 411 provides DC power supply from the Thruster VFD DC Bus 107 to the Jacking VFD DC Bus 102 without the need of a Jacking VFD Transformer, Energy stored in one or more ESS 301 , 405 connected onto the Thruster VFD DC Bus 107 and/or the Jacking VFD DC Bus 102 can be discharged to supply power through Thruster VFD 407 to the thruster ac motor 409 during peak loading situation for peak shaving or act as spinning reserve to reduce the total quantity of running generators. The stored regenerative energy can also be consumed by jacking and non-jacking motor 202, 203 through its respective MIV 200.
  • the Thruster VFD DC Bus 107 is being described as supplying dc power to the thruster motor VFD 407 and to the jacking motor VFD 200.
  • this DC power supply could alternatively be any large AC to DC converter, not described as a thruster motor VFD, not performing the duty of a thruster motor VFD but instead providing DC power to that particular high dc power load, and having excess capacity or being designed with higher capacity so that it is able to also provide dc power to the Jacking VFD DC Bus 102 using same DC Interconnector concept to share DC power among the various VFDs.
  • the dc power supply for the jacking motor and the non-jacking motor inverter 200 is provided through at least one dc interconnection 411 between at least one of the Thruster VFD DC Bus 107 and to at least one of the Jacking VFD DC Bus 102.
  • This dc interconnection can be realised by means of cable or bus duct resulting in a virtual common dc bus between Thruster VFD DC Bus 107 and Jacking VFD DC Bus 102.
  • the ESS 301 connected onto the Jacking VFD DC Bus 102 can be charged through the Thruster VFD DC Bus 107 during low load condition to operate later as spinning reserve or as standby power without additional generator running during peak loading.
  • the ESS 301 connected onto the Jacking VFD DC Bus 102 can also be charged through the Jacking Motor 202 and Non-Jacking Motor 203 during its motor regenerative braking action.
  • the ESS 301 connected onto the Jacking VFD DC Bus 102 can also be charged through regenerative braking energy during thruster motor speed reduction and its motor stop action. This shorten the braking time of thruster motor.
  • the ESS 301 connected onto Jacking VFD DC Bus 102 can provide stored energy to provide power to assist ac generator in powering thruster motor operation during peak loading of generator, especially during dynamic positioning operation of the vessel.
  • the stored energy in ESS 301 connected onto the Jacking VFD DC Bus 102 can serve as standby power or act as spinning reserve for ac generators, allowing the running generators to operate with a higher operating load point and at a higher efficiency load point with lower fuel consumption.
  • single direction AC to DC rectifiers are installed to convert the AC power from an AC Bus to DC power for a DC Bus, with DC power being provided to the MIV of the motors in combination with a DC to DC converter and Braking Resistor connected onto the DC Bus to dissipate regenerative energy from the MIV of the jacking motor.
  • the system according to the present disclosure may as an option, use the a bidirectional AC to DC convertors 400 instead of a lower cost AC to DC rectifier 400 within of the Thruster Module 4 for converting AC power from the AC Bus 105 to DC power for the Thruster DC Bus 107, and through the DC Interconnector for the Jacking VFD DC Bus 102.
  • the advantage of using bidirectional AC to DC Converters 400 is that it allows the Energy Storage Modules 3 connected to the main Jacking VFD DC Bus 102 and Energy Storage Module 402 connected to Thruster VFD DC Bus107 to discharge its stored energy to the AC Bus and also be utilized to provide those functions provided by the previously described AC Bus connected Energy Storage Modules 8.
  • the ESS 301 installed on the Jacking VFD DC Bus 102 can be designed as an additional energy source to supplement the ESS 801 installed on the AC Bus 105 to reduce the rating for ESS 801 installed on the AC Bus 105.
  • the ESS 301 installed on the Jacking VFD DC Bus 102 and ESS installed on Thruster VFD DC Bus 107 can also be designed as an ESS energy storage source to eliminate the need for installation of the ESS 801 installed on the AC Bus 105 by not installing inexpensive single direction AC to DC Converter 400 using rectifier for cost saving in moderate size power system which does not require high capacity in ESS rating.
  • the benefits of this arrangement include greater flexibility in the energy storage operation of the system, and potential cost reductions and cost elimination of an AC Bus ESS 801 and its floor space.

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Abstract

L'invention concerne un système d'alimentation électrique et d'accumulation d'énergie (1) pour un navire d'installation d'éolienne comprenant : un bus c.c. de VFD de levage (102); un bus c.c. de VFD de propulseur (107) connecté au bus c.c. de VFD de levage; au moins un module d'accumulation d'énergie (3, 402) connecté au bus c.c. de VFD de levage; et/ou au bus c.c. de VFD de propulseur et un interconnecteur c.c. se liant entre le bus c.c. de VFD de propulseur et le bus c.c. de VFD de levage, et au moins un module de moteur (2) connecté au bus c.c. de VFD de levage, le module de moteur ou chaque module de moteur comprenant un moteur de levage c.a. (202), un moteur autre que de levage c.a. (203), un module onduleur de moteur c.c.-c.a. (MIV) (200) pour fournir une commande de variateur de fréquence (VFD) du moteur de levage c.a. et du moteur autre que de levage c.a., et un inverseur pour connecter alternativement le MIV au moteur de levage c.a. ou au moteur autre que de levage c.a., le MIV étant conçu pour fournir alternativement une commande de VFD du moteur de levage c.a. ou du moteur autre que de levage c.a. lorsqu'il est connecté à celui-ci au moyen du commutateur de changement; l'énergie de régénération produite par le moteur de levage c.a. ou le moteur autre que de levage c.a. du module de moteur ou de chaque module de moteur pouvant être transférée par le biais du MIV du module de moteur au bus c.c. de VFD de levage et/ou au bus c.c. de VFD de propulseur, et ensuite au module d'accumulation d'énergie ou à chaque module d'accumulation d'énergie.
PCT/SG2021/050337 2021-05-05 2021-06-11 Solution optimisée pour système d'alimentation électrique et d'accumulation d'énergie et procédé pour un navire d'installation d'éolienne WO2022235202A1 (fr)

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PCT/SG2021/050246 WO2022235201A1 (fr) 2021-05-05 2021-05-05 Système et procédé d'alimentation électrique et d'accumulation d'énergie pour un navire d'installation d'éolienne
SGPCT/SG2021/050246 2021-05-05

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PCT/SG2021/050337 WO2022235202A1 (fr) 2021-05-05 2021-06-11 Solution optimisée pour système d'alimentation électrique et d'accumulation d'énergie et procédé pour un navire d'installation d'éolienne

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120319625A1 (en) * 2011-06-17 2012-12-20 Sany Heavy Equipment, Usa R&D Institute Motor control system
US20140021888A1 (en) * 2012-07-17 2014-01-23 Fanuc Corporation Motor driving device including electric storage device
CN106660622A (zh) * 2014-08-28 2017-05-10 大宇造船海洋株式会社 Lng运输船的推进装置、lng运输船、海洋设备的供电装置以及包括其的海洋设备
US20180034280A1 (en) * 2015-02-20 2018-02-01 Maersk Drilling A/S Power generation and distribution system for offshore drilling units
US20180123384A1 (en) * 2016-10-31 2018-05-03 Keppel Offshore & Marine Technology Centre Pte Ltd Power storage and supply method and system for a drilling rig

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120319625A1 (en) * 2011-06-17 2012-12-20 Sany Heavy Equipment, Usa R&D Institute Motor control system
US20140021888A1 (en) * 2012-07-17 2014-01-23 Fanuc Corporation Motor driving device including electric storage device
CN106660622A (zh) * 2014-08-28 2017-05-10 大宇造船海洋株式会社 Lng运输船的推进装置、lng运输船、海洋设备的供电装置以及包括其的海洋设备
US20180034280A1 (en) * 2015-02-20 2018-02-01 Maersk Drilling A/S Power generation and distribution system for offshore drilling units
US20180123384A1 (en) * 2016-10-31 2018-05-03 Keppel Offshore & Marine Technology Centre Pte Ltd Power storage and supply method and system for a drilling rig

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WO2022235201A1 (fr) 2022-11-10

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