EP2218637B1 - Antriebssystem für ein Schiff - Google Patents

Antriebssystem für ein Schiff Download PDF

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Publication number
EP2218637B1
EP2218637B1 EP20090002100 EP09002100A EP2218637B1 EP 2218637 B1 EP2218637 B1 EP 2218637B1 EP 20090002100 EP20090002100 EP 20090002100 EP 09002100 A EP09002100 A EP 09002100A EP 2218637 B1 EP2218637 B1 EP 2218637B1
Authority
EP
European Patent Office
Prior art keywords
generators
drive
drive system
electric drives
drive shaft
Prior art date
Legal status (The legal status 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 status listed.)
Not-in-force
Application number
EP20090002100
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2218637A1 (de
Inventor
Claus-D. Christophel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Priority to ES09002100T priority Critical patent/ES2384816T3/es
Priority to PL09002100T priority patent/PL2218637T3/pl
Priority to AT09002100T priority patent/ATE553994T1/de
Priority to EP20090002100 priority patent/EP2218637B1/de
Priority to DK09002100T priority patent/DK2218637T3/da
Publication of EP2218637A1 publication Critical patent/EP2218637A1/de
Application granted granted Critical
Publication of EP2218637B1 publication Critical patent/EP2218637B1/de
Priority to HRP20120593AT priority patent/HRP20120593T1/hr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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 
    • B63B2241/00—Design characteristics
    • B63B2241/20—Designs or arrangements for particular purposes not otherwise provided for in this class
    • B63B2241/22—Designs or arrangements for particular purposes not otherwise provided for in this class for providing redundancy to equipment or functionality of a vessel, e.g. for steering
    • 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
    • B63H2023/245—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric with two or more electric motors directly acting on a single drive shaft, e.g. plurality of electric rotors mounted on one common shaft, or plurality of electric motors arranged coaxially one behind the other with rotor shafts coupled together
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller

Definitions

  • the invention relates to a drive system for a ship.
  • Ships of the type in question typically have as a drive unit to a diesel engine, with which a drive shaft is rotated by a propeller in rotary motion.
  • a drive shaft is rotated by a propeller in rotary motion.
  • several propellers may be provided on optionally a plurality of drive shafts.
  • Such ships can be designed as cargo ships and in particular as inland vessels.
  • Such inland vessels are operated in four different modes, namely the mode of uphill travel with fully loaded ship, the modes of descent in fully loaded or empty ship and the fashion of the canal cruise.
  • the design of the drive power is always carried out so that it is designed for the largest possible load case, namely the uphill with fully loaded ship to always have a power reserve available, which ensures a maneuvering of the ship even under the most unfavorable conditions.
  • the disadvantage here is that in most modes, in particular the modes of the descent and the mode of the channel travel only a small fraction of the power generated is needed, so that the drive unit is operated in an energetically unfavorable partial load operation.
  • a further disadvantage is that such drive systems are not fail-safe, that is, the failure of individual components can lead to maneuverability of the ship.
  • a drive system for a passenger ship has as a drive motor on a slow-running diesel engine, which is designed so that it covers the maximum travel speed required. For the additional power required to reach the top speed, an electric motor is connected in series with the diesel engine. The generation of electrical energy for this purpose by means of an arrangement of fast-running four-stroke engines.
  • the additional electric motor, the diesel engine can be designed energetically cheaper, but there is no reliability guaranteed.
  • the multiple drives which may be equipped in particular with propellers.
  • the drives are powered by an electrical power supply system.
  • This includes fuel cells that feed a DC grid, with which the power supply of normal drive drives takes place.
  • the power supply system includes an AC power grid with generators for powering high-speed propulsion systems. Energy can be exchanged between the DC and AC mains. In this arrangement, a redundancy is provided only for the units of the DC voltage network.
  • a generic drive system for a ship comprising drive shaft with thereon arranged redundant arrangements of electric drives and a redundant arrangement of generators for power supply is known from US-A-411455 known.
  • Corresponding drive systems are off DE 16 38 854 A1 .
  • a ship which has as the main engine an electric motor that drives a shaft system with a propeller.
  • the electric motor is switchable by means of a monitoring device, in particular in the event of a fault, from a motor operation to a generator operation.
  • the invention has for its object to provide a drive system for a ship, which works energy efficient at high reliability.
  • the drive system according to the invention for a ship comprises at least one propeller arranged on a drive shaft.
  • a redundant arrangement of electric drives which is associated with a redundant arrangement of generators for power supply.
  • the electric drives and the generators are individually controllable.
  • an intermediate voltage for the voltage supply of the electric drives is generated.
  • the generators and electric drives are controllable by means of at least one control unit and can be activated and deactivated in each case via switching means forming switches and thereby selectively connectable to the DC voltage intermediate circuit or can be switched off from this.
  • the current generator power is adapted to the currently required power so that the Generators are operated at their optimum operating points.
  • at least one generator and one drive per drive shaft are deactivated.
  • a failure and error control can be carried out in such a way that in the event of failure of a drive or generator, it is decoupled from the DC voltage intermediate circuit and an intact drive or generator is activated.
  • An essential advantage of the invention is that the components for the power supply of the electric drives and also the electric drives themselves are redundantly provided with the generators, so that a high reliability is achieved for the entire drive system.
  • the redundancy of the drive units also has a compact and inexpensive construction, since in such a drive unit only the electrical drives must be designed multiple times, but not the drive shaft on which the electric drives are arranged, and not the associated propeller.
  • a control unit is provided for this purpose, which may be formed for example by a PLC or an arrangement of PLC controls.
  • this control unit takes place according to the invention a failure and / or error control of components of the drive system, so that controlled in dependence of this control, the generators and electric drives, that is activated or disabled.
  • a fail-safe control function while the control unit itself redundant, that is designed to be fail-safe.
  • the control of the components of the drive system is not only such that the failure safety of the drive system is ensured. Rather, the control is also such that the most energy-efficient operation of the drive system is ensured.
  • a suitable number of electric drives on the or each drive shaft is activated depending on the currently required drive power.
  • a suitable number of generators is activated according to the current energy demand.
  • the preferably each consisting of a diesel engine and an electric generator generators are selectively activated so that they can be operated at their optimum operating points, so that the operation of the generators is optimized in terms of their energy consumption and power output.
  • the drive system can have an arrangement of identical generators.
  • the drive system has an arrangement of generators with different power values.
  • by selectively activating individual generators or groups of generators their overall performance can be tailored precisely to the current power requirement.
  • Another advantage of the drive system according to the invention is that with this the ship no longer has to be operated in inflexible discrete modes. Rather, the ship can be directly controlled via the bridge, that is, the operation of the drive system can be individually specified over the entire journey time of the ship, that is, the operating mode of the ship can be quickly and easily adapted to changing boundary conditions. This means just in inland vessels, where so far only a few Discrete operating modes, that is, driving levels were possible, a significant improvement in ship operation.
  • the ship can be operated with the drive system according to the invention also with discrete modes.
  • these may be the four known modes, namely full load hill climb, full load or no load ride, and channel travel.
  • a selection of a single generator or a group of generators is carried out by means of the control unit for each mode such that the power provided thereby corresponds to the power requirement in the single mode.
  • the selection of the activated generators is such that they can be operated at their optimum operating points, whereby a considerable energy saving is achieved.
  • FIG. 1 shows an embodiment of the drive system 1 according to the invention for a ship.
  • the ship is formed by a barge, that is, in particular a cargo ship.
  • the drive system 1 has two propellers 2 in the present case, each propeller 2 being arranged at the end of a drive shaft 3.
  • the propellers 2 are arranged in a known manner in the rear area of the ship not shown separately.
  • the propellers 2 are arranged next to one another in the region of the hull in a distance from each other, wherein the drive shafts 3 extend at least approximately parallel to each other in the ship's longitudinal direction.
  • the propellers 2 are identical in the present case and have an array of propeller blades 2a arranged at regular angles to one another.
  • each drive shaft To drive the propeller 2 3 three electric drives 4 are provided on each drive shaft.
  • the electric drives 4 of a drive shaft 3 form a redundant drive unit for the associated propeller 2 to be driven.
  • the individual electric drives 4 may be identical or different.
  • Preferably 4 electric motors are used as electric drives, which already generate high torques at low speeds.
  • the electric drives 4 are designed as hollow shaft motors, which can be arranged as direct drives on the drive shaft 3.
  • a clutch 5 is provided on each drive shaft 3 between the electric drive 4 and the propeller 2.
  • Each electric drive 4 is preceded by an inverter 6.
  • a pivot bearing not shown, may be provided.
  • the electric drives 4 are expediently stored in foundations.
  • the drive components formed in this way advantageously form a preassembled module.
  • the voltage is supplied via a DC voltage intermediate circuit 7.
  • a DC voltage provided in the DC intermediate circuit 7 is converted in the inverters 6 into an AC voltage having a frequency suitable for the electric drives 4.
  • the individual electric drives 4 can be activated or deactivated individually via switch 8 by coupling or uncoupling from the DC intermediate circuit 7.
  • each generator 9 is provided to generate the intermediate voltage in the DC intermediate circuit 7 .
  • a different number of multiple generators 9 may be provided, which may be generally identical or different.
  • a generator 9 is provided with a small power.
  • the three other generators 9 have the same power, which is greater than the power of the first generator 9.
  • the individual generators 9 form a redundant power supply unit.
  • the generators 9 each consist of a diesel engine and an electric generator.
  • Each generator 9 is an inverter 10 downstream. With the inverter 10 AC voltages generated in the generator 9 are transformed into a DC voltage and fed into the DC voltage intermediate circuit 7.
  • the generators 9 are each selectively switchable via a switch 11 to the DC voltage intermediate circuit 7.
  • FIG. 2 shows a block diagram of the drive system 1 according to FIG. 1 ,
  • a control unit 12 is shown, by means of which the functions of the components of the drive system 1 are controlled or controlled.
  • the control unit 12 is formed by an arrangement of PLC controls.
  • the control unit 12 is connected via leads 13 to the switch 8.
  • the switches 8 can be actuated via the control unit 12 in such a way that the electrical drives 4 connected to them are connected to the DC voltage intermediate circuit 7 or switched off by the latter, as a result of which the electric drives 4 are activated or deactivated.
  • the control unit 12 is further connected via leads 14 to the switch 11.
  • the switches 11 can be actuated via the control unit 12 in such a way that the generators 9 connected to them are connected to the DC voltage intermediate circuit 7 or switched off by the latter, as a result of which the generators 9 are activated or deactivated.
  • the other electrical components of the drive system 1, in particular the inverters 6, 10, are connected to the control unit 12 via lines which are not shown.
  • the control unit 12 is operated by a person operating unit, in particular a so-called telegraph 15, connected. This can be done from the bridge of the ship from control maneuvers.
  • the generators 9 and / or the electric drives 4 and the inverters 6, 10 and switches 8 associated therewith can advantageously be separated by switching means not shown separately, in particular so-called rail separators, and thus form separate subsystems.
  • the trained as barge ship is operated in the present case in four different modes.
  • the first fashion forms the so-called mountain ride of the ship at full load.
  • the power requirement is about 80% of the power that can be provided by the generators 9.
  • the three generators 9 are activated by means of the control unit 12 with high power, while the generator 9 is deactivated with low power.
  • the power requirement is about 50% and 35% respectively of the maximum available power.
  • two of the generators 9 with the larger power are expediently activated while the remaining generators 9 are deactivated.
  • the generator power can be adapted to the currently required power.
  • the respective activated generators 9 can be operated at their optimum operating points.
  • At least one generator 9 is deactivated.
  • an electric drive 4 per drive shaft 3 is always deactivated.
  • control unit 12 monitoring failover of the drive system 1.
  • the control unit 12 continuously checks the function of the connected units, in particular all electric drive components. If an error or a failure of at least one of these components is registered, an alarm signal is generated.
  • the drive system 1 is automatically transferred by the control unit 12 into a safe state.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Eletrric Generators (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Control Of Multiple Motors (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP20090002100 2009-02-16 2009-02-16 Antriebssystem für ein Schiff Not-in-force EP2218637B1 (de)

Priority Applications (6)

Application Number Priority Date Filing Date Title
ES09002100T ES2384816T3 (es) 2009-02-16 2009-02-16 Sistema de propulsión para un barco
PL09002100T PL2218637T3 (pl) 2009-02-16 2009-02-16 System napędowy dla statku
AT09002100T ATE553994T1 (de) 2009-02-16 2009-02-16 Antriebssystem für ein schiff
EP20090002100 EP2218637B1 (de) 2009-02-16 2009-02-16 Antriebssystem für ein Schiff
DK09002100T DK2218637T3 (da) 2009-02-16 2009-02-16 Fremdrivningssystem til et skib
HRP20120593AT HRP20120593T1 (hr) 2009-02-16 2012-07-17 Brodski pogonski sustav

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20090002100 EP2218637B1 (de) 2009-02-16 2009-02-16 Antriebssystem für ein Schiff

Publications (2)

Publication Number Publication Date
EP2218637A1 EP2218637A1 (de) 2010-08-18
EP2218637B1 true EP2218637B1 (de) 2012-04-18

Family

ID=41020916

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20090002100 Not-in-force EP2218637B1 (de) 2009-02-16 2009-02-16 Antriebssystem für ein Schiff

Country Status (6)

Country Link
EP (1) EP2218637B1 (es)
AT (1) ATE553994T1 (es)
DK (1) DK2218637T3 (es)
ES (1) ES2384816T3 (es)
HR (1) HRP20120593T1 (es)
PL (1) PL2218637T3 (es)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010040904A1 (de) * 2010-09-16 2012-03-22 Aloys Wobben Schiff, Energieversorgungssystem für selbiges sowie Verfahren zu dessen Steuerung
KR101884534B1 (ko) * 2016-12-19 2018-08-01 한국해양과학기술원 쌍축선의 프로펠러 회전각 조절을 통한 선체 변동압력 저감 방법

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1390624A (en) * 1918-06-29 1921-09-13 Westinghouse Electric & Mfg Co System of electrical ship propulsion
US1425615A (en) * 1919-05-23 1922-08-15 Westinghouse Electric & Mfg Co System of ship propulsion
DE1638854A1 (de) * 1968-03-14 1971-08-26 Siemens Ag Elektrischer Schiffsantrieb mit Drehstrom-Propellermotoren
US4114555A (en) * 1977-03-14 1978-09-19 Brien Jr Harry W O Apparatus for and method of interconnecting and controlling units of a power train for maximum flexibility and economy in operating auxilliary marine vessels
DE3043692C2 (de) * 1980-11-19 1985-07-11 Ingenieurkontor Luebeck Prof. Gabler Nachf. Gmbh, 2400 Luebeck Elektrische Gleichstromquelle
CH667627A5 (de) 1985-09-03 1988-10-31 Sulzer Ag Schiffsantrieb.
NL8802686A (nl) * 1988-11-02 1990-06-01 Louris Bood Intrekbare scheepspropeller aandrijving door elektromotor(en).
JP4019127B2 (ja) * 1995-09-25 2007-12-12 ジャパン・ハムワージ株式会社 電気推進と二枚舵による船舶推進操縦制御装置
DE10231152A1 (de) 2002-07-10 2004-02-12 Siemens Ag Elektrisches Energieversorgungssystem für ein Schiff, insbesondere für ein mit niedriger IR-Signatur betreibbares Marine(Navy)-Schiff
US20040102109A1 (en) * 2002-09-18 2004-05-27 Cratty William E. DC power system for marine vessels
DE102006041032B4 (de) * 2006-09-01 2010-11-25 Siemens Ag Schiff mit Elektroantrieb und Verbrennungskraftmaschinen-Zusatzantrieb

Also Published As

Publication number Publication date
ATE553994T1 (de) 2012-05-15
HRP20120593T1 (hr) 2012-08-31
DK2218637T3 (da) 2012-07-16
EP2218637A1 (de) 2010-08-18
PL2218637T3 (pl) 2012-09-28
ES2384816T3 (es) 2012-07-12

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