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2007 1
ThyssenKrupp
Topics
Diesel electric propulsion concepts vs. diesel mechanical
configuration
Efficiency for different load ranges incl. economical
advantages
Engine room area, weight aspects, spares and maintenance
cost
A company of
ThyssenKrupp
Technologies
ThyssenKrupp
diesel
gearbox
Pout
shaft
P=8000 kW
0.42
0.98
Diesel-mechanical
configuration at full load
A company of
ThyssenKrupp
Technologies
0.99
ThyssenKrupp
gearbox
Running at
full load
Pout
Running at
full load
G1
P=4000 kW
Running at
full load
AC busbar
P=4000 kW
G2
0.42
0.95
Diesel-electric
configuration at full load
A company of
ThyssenKrupp
Technologies
shaft
0.99
0.99
0.98
0.97
0.99
ThyssenKrupp
Pfuel
generator busbar
gearbox
Pout
shaft
25 % rated load
P=8000 kW
gearbox
Running at
25 % part
load
0.25
0.98
Diesel-mechanical
configuration at part load
A company of
ThyssenKrupp
Technologies
0.99
ThyssenKrupp
Pfuel
P=4000 kW
G2
0.37
Diesel-electric
configuration at part
load
A company of
ThyssenKrupp
Technologies
AC busbar
G1
Switched
off
Pout
25 % rated load
P=4000 kW
Running at
50 % part
load
shaft
0.95
0.99
0.99
0.98
0.97
0.99
ThyssenKrupp
Pfuel
generator busbar
gearbox
Pout
shaft
25 % rated load
P=4000 kW
gearbox
Running at
50 % part
load
P=4000 kW
Switched
off
0.37
0.98
Diesel-mechanical
configuration at part load
A company of
ThyssenKrupp
Technologies
0.99
ThyssenKrupp
Pfuel
gearbox
G1
G2
= 0.40
Diesel-electric
configuration
AC busbar
Diesel-mechanical
configuration
= 0.36
A company of
ThyssenKrupp
Technologies
G2
= 0.24
AC busbar
G1
= 0.31
ThyssenKrupp
= 0.35
gearbox
gearbox
Questions
At this restricted consideration the diesel-electric propulsion
system has a smaller efficiency than the diesel mechanical
configuration
Is it right to look only on the power train system ?
What about the consideration of the electric power generation ?
Obviously its also important to consider the load distribution of
prime movers !
ThyssenKrupp
New approach
kW
Running at
full load
= 0.40
gearbox
Pmech = 2 x 17,5
MW
Pinst = 4 x 2080 kW
G2
G3
Pel = 7
MW
G4
A company of
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Technologies
= 0.39
ThyssenKrupp
Running at
full load
AC busbar
G1
gearbox
Running at 25 %
part load
= 0.24
gearbox
Pmech = 2 x 2,2 MW
Pinst = 4 x 2080 kW
G2
G3
Pel = 7
MW
G4
A company of
ThyssenKrupp
Technologies
= 0.39
ThyssenKrupp
Running at
full load
AC busbar
G1
0.95 0.99
0.99
G1
M
G2
Running at 86
% part load
G4
G5
M
G6
Pinst = 6 x 9100
kW
A company of
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Technologies
Pel = 7
MW
ThyssenKrupp
G3
AC busbar
Pmech = 2 x 17,5
MW
0.95 0.99
0.98
G1
Running at 70
% part load
M
G2
Pmech = 2 x 2,2 MW
G4
G5
Pel = 7
MW
M
G6
Pinst = 6 x 9100
kW
A company of
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Technologies
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G3
AC busbar
Efficiency [%]
40
35
30
25
20
15
10
25
A company of
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Technologies
50
75
100 [%]
Propulsion
power
ThyssenKrupp
120
+5%
[%]
120
110
110
100
100
90
90
80
80
70
70
60
60
50
50
40
40
Diesel - mechanical
Diesel - electric
Machinery weight
+ 11 %
Diesel - mechanical
Diesel - electric
ThyssenKrupp
[%]
120
- 10
%
110
[%]
120
100
90
90
80
80
70
70
60
60
50
50
40
40
Diesel - electric
- 15 %
110
100
Diesel - mechanical
Maintenance cost
Diesel - mechanical
Diesel - electric
ThyssenKrupp
[%]
[%]
NOx , CO , CO2 , HC
reduction
- 5-15 %
120
120
- 5-15
%
110
110
100
100
90
90
80
80
70
70
60
60
50
50
40
40
Diesel - mechanical
Diesel - electric
Diesel - mechanical
Diesel - electric
ThyssenKrupp
[%]
NOx
26
18
24
16
22
14
20
12
18
10
16
14
12
10
25
50
75
100 [%]
25
Part load
HC
50
Part load
75
100 [%]
ThyssenKrupp
10-2 [%/kgExhaust]
Optimum operation
range
-3
90
G1
M
G2
70
60
G3
50
40
AC busbar
G4
30
20
G5
10
20
40
60
80
100 [%]
Diesel mechanical
configuration has economical
advantages for this load profile
ThyssenKrupp
80
CODLAGSystem
90
G1
M
Peak load only
for power train
G2
60
G3
50
40
Gearbox
70
AC busbar
G4
30
20
10
20
40
60
80
100 [%]
ThyssenKrupp
80
Generators
Transformers
Converters
G1
PWM
Synchronous / Sep.
Exciter
Ship Services
Synchronous / PM
Exciter
Diesel engine
G3
AC busbar
G2
Synchro
Rectifier
HTS1
Cyclo
G4
Homopolar
PMS2
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Technologies
Propulsion
Inverter
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Fuel cells
Power Consumption
Motors
Loads
HVAC
M1
Hotel services
Induction
Pumps
M2
Ship Services
Synchronous / Sep.
Exciter
M3
Synchronous / PM
Exciter
Gear
M4
Gas turbine
M5
Podded or non-podded Propulsion
Homopolar
A company of
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Technologies
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HTS
A company of
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Technologies
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thermodynamic
control
hydraulic
electromagnetic
Distributed eigenvalues
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Technologies
Simulation
ThyssenKrupp
(stiff complex
systems)
Model reduction
to avoid stiff systems
A company of
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Technologies
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S = 2743 kVA
60 Hz
Generator
6600 V
60 Hz
6600 V
60 Hz
AVR (exciter)
HV
HV
Busbar
Speed and torque control
Motor drives
UV
440 V
60 Hz
A company of
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Technologies
Auxiliary drive
Motor drive
Power Management
Motor drive
UV
440 V
60 Hz
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AC motor drive
3 ... 6 MW
SSS clutch
Multi disc
clutch
GT
SSS clutch
Ship resistance
Switch logic
Gas turbine
20 MW
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Technologies
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Control
1 0
0 D
1 0
0 1
synchronous
machine
ud
rges
u = x
q ref ges
cos
q
1
1
1
ges
M
& qs Rs
& 0
ds =
& qr 0
&
dr 0
xges id
rges iq ges
T
busbar
ud cos n
u = sin
n
q n
x ges id
rges iq ges
xges id
rges iq
sin n rges
cos n x ges
T
id Ld
i =
q 0
1
& q n 0
0
d
n
& d 0 n 0
q n
+ 0
+ 0 0
0
D
0
Q 0
0 0
0 0 1T
0
e
e
ges
1
0
i
d L
+ d
R
iq 0
Lq
+
0
Rs
0
0
Rr
0
0 qs
Lm ds
0 Lr 0 qr
Lm 0 Lr dr
0
qs uqs
u
0
ds + ds ,
( r ) qr 0
0
dr 0
0 Ls
0 0
0 Lm
Rr 0
0
Ls
Lm
0
asynchronous
0
machine
0
0
0
0
( r )
Lq
p r iq
0
Ld
u d
+
1 u q Ld
Pm p r
+
r
d
L
Ld
Lq
q
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Technologies
0
u
0 d
u
0 q
u
0 e
&
0
ThyssenKrupp
& d n rs 0
0
0
0
d
0
1
&
0
0
0
0
q
0
q 0 n rs
& = 0
0 1 TD
0
0 (1 D ) d
0
1
D
1 TQ
(1 Q ) q 0
0
0
0
0
& Q 0
0
1 Te (1 e ) d
e
0
0
0
0
& e
i q ges
qref
[Im]
i q ref
u ref
i di
ud
rges
=
u
q ref x ges
qi
i qi
xges id
rges iq ges
T
M
ud cos n
u = sin
n
q n
ii
i d ref
x ges id
rges iq ges
u = sin
cos 1 xges
1
q 1
sin n rges
cos n x ges
T
xges id
rges iq
ges
i ref
i d ges
di
i ges
busbar current
[Re]
id
id
cos 1
i = i + sin
1
q ges q ref
cos n
+
sin n
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Technologies
sin 1 id cos 2
+
cos 1 iq 1 sin 2
sin n id
cos n iq n
sin 2 id
+L
cos 2 iq 2
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dref
Outlet
Inertia
turbocharger
Turbine
with bypass
Compressor
Cylinder
Crank shaft
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Technologies
Exhaust
manifold
Injection
system
ECU
Electronic
control unit
Flywheel
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Intake
manifold
Coupling between
air and exhaust
system is very
important for
frequency stability
em
m_dot / theta
[m_dot_nd_turb]
T_in
m_dot_out
T_beh
p_beh
Q_dot
T_Abg
2
T_beh
T_in
T_Wand
m_dot_out
1
m_dot_in
cp
theta_umg
R_gas/(V_sys*(cp-R_gas))
m_dot_out
(cp-R_gas)
p_beh
cv
1
s
t_Abg
Q_dot
T_umg
T_W
1
T _beh
m_dot_in
1
T_in
T h y s s e n K r u p p M a r in e S y s t e m s
5
Q_dot
p_beh
T_beh
Third-level
T w in s h a ft g a s tu r b in e
p / theta
m_dot_out
Q_dot
p_Abg
Second-level
M e c h a n ic a l
lo a d
O u tp u t
In p u t
In e r t ia
H P -Tu r b
In e r t ia
LP -Tu r b
HP
T u r b in e
R e c e iv e r
LP
T u r b in e
Co mp re sso r
g a s t u r b in e
c o n tro l
-K -
1
n _ t u rb /M _ tu rb
S p e e d re fe re n c e
G a in3
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F u e ls ys t e m
C o m b u s t io n
chambe r
Speed Controller
N
Torque*
VECT
Torque*
1
SP
N*
Ctrl
3
Ctrl
gates
teta
I_abc
Braking chopper
A
3
C
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Technologies
2
B
V L+
B
C
Meas.
V+
Rectifier
V L-
V-
2
Conv.
+
-
g
A
Ta
Tb
Tc
Inverter
I_abc
Mta
Mtb
Mtc
Mec_T
2
Measures
PM SM
Tm
A
B
C
1
Motor
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em
Gen_1
In2
p/q_ges
Out1
f(u)
Re(u)
I_ges
In3
Fcn
1
Im(u)
ud/uq Ref
Px
In1
em
Out1
Gen_2
5
I_Gen_2
em
Qx
Px/Qx[pu]
In2
phi^T delta_2
Out1
Gen_3
phi^T
delta_3
em
Out1
Gen_4
I_Gen_4
In2
Third-level
phi^T delta_4
In3
id_ges/iq_ges
id_ges/i_q_ges
phi^T
delta_4
Gen_2
phi^T delta_2
gen_2
Gen_3
phi^T delta_3
Gen_4
phi^T delta_4
Voltage
Generator 2
id/iq/delta
Gen_3
4
ud_2/uq_2
psi^T delta2
id/iq/delta
Gen_2
In1
Gen_1
id/iq/delta
Gen_1
phi^T delta_3
Voltage
Generator 1
G
I_Gen_3
gen_1
id_ges/i_q_ges
Qs
Matrix Z
In2
In3
ud_1/uq_1
em
Ps/Qs[pu]
phi^T
delta_2
In1
em
Matrix Z
Ps
In3
u sammel
id_ges/iq_ges
Complex to
Real-Imag
Z
id_ges/i_q_ges
ud_3/uq_3
gen_3
psi^T delta3
id/iq/delta
Gen_4
T otal current
Voltage
Generator 3
f _sammel [pu]
Z
M ot 1
M ot 2
M ot 3
M ot 4
f [pu]
Frequency on
busbar
id_ges/i_q_ges
ud_4/uq_4
gen_4
psi^T delta4
Voltage
Generator 4
In1
In2
In3
Ge n 2
Ge n 3
M
Ge n 4
Load angles
b u sbar 6,6 kV , 60 H z
Top-level of simulation
model
A company of
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Technologies
hote l
loa d
Second-level
e le c tric a l
drive s
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MGe n 1
AC motor
drive
electromagnetic torque
M
SSS clutch
GT
SSS
clutch
shaft speed
Gas turbine
20 MW
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Technologies
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rotor speed
torque ripple in
consequence of
hysteresis modulation
Multi
disc
clutch
AC motor
drive
electromagnetic torque
SSS clutch
Multi
disc
clutch
resulting torque
from motor
reference signal
from speed
control
rotor and
shaft
speed
GT
SSS
clutch
Gas turbine
20 MW
A company of
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Technologies
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AC motor
drive
SSS clutch
~
Active and
mechanical power
Smooth speed
increase to
reduce load
peaks
GT
SSS
clutch
Gas turbine
20 MW
A company of
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Technologies
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Multi
disc
clutch
Frequency on
1 busbar
S = 2743 kVA
60 Hz
6600 V
60 Hz
6600 V
60 Hz
HV
HV
Suddenly
disconnection under
load of generator 4
at t = 280 s
A company of
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Technologies
UV
440 V
60 Hz
~
M
UV
440 V
60 Hz
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Consideration of total system (both electric power generation and power train)
Waste heat utilization and waste heat recovery
Total energy management and control
Consideration of system interactions and dynamics by means of system simulation
tools
Development of future power generation plant with combined systems consisting of
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Technologies
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