EP1208632A2 - Systeme d'entrainement de bateau a excitation permanente et a protection contre la demagnetisation - Google Patents

Systeme d'entrainement de bateau a excitation permanente et a protection contre la demagnetisation

Info

Publication number
EP1208632A2
EP1208632A2 EP00954389A EP00954389A EP1208632A2 EP 1208632 A2 EP1208632 A2 EP 1208632A2 EP 00954389 A EP00954389 A EP 00954389A EP 00954389 A EP00954389 A EP 00954389A EP 1208632 A2 EP1208632 A2 EP 1208632A2
Authority
EP
European Patent Office
Prior art keywords
drive system
electric motor
converter
magnetic
motor
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.)
Withdrawn
Application number
EP00954389A
Other languages
German (de)
English (en)
Inventor
Ingo SCHÜRING
Reinhard Vogel
Wolfgang Rzadki
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.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP1208632A2 publication Critical patent/EP1208632A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/27—Rotor cores with permanent magnets
    • H02K1/2706—Inner rotors
    • H02K1/272—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
    • H02K1/274—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets
    • H02K1/2753—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets the rotor consisting of magnets or groups of magnets arranged with alternating polarity
    • H02K1/278—Surface mounted magnets; Inset magnets
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/02—Details of the magnetic circuit characterised by the magnetic material
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/22—Arrangements for cooling or ventilating by solid heat conducting material embedded in, or arranged in contact with, the stator or rotor, e.g. heat bridges
    • H02K9/223—Heat bridges
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/27—Rotor cores with permanent magnets
    • H02K1/2706—Inner rotors
    • H02K1/272—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
    • H02K1/2726—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of a single magnet or two or more axially juxtaposed single magnets
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
    • H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
    • H02K21/14—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating within the armatures
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/10—Casings or enclosures characterised by the shape, form or construction thereof with arrangements for protection from ingress, e.g. water or fingers

Definitions

  • the invention relates to an electrical drive system for large outputs, e.g. for powers over 500 kW, with high availability and lifespan, in particular for a sea-going ship, the drive system being a permanent magnet-excited electric motor interacting with at least one rotary energy consumer, in particular a ship propeller, and at least one converter for supplying power to the electric motor and a control - Control and monitoring device for the system.
  • Permanently excited electric motors in various designs have been known for a long time.
  • Various designs for permanently excited electric motors are described e.g. the essay in the Siemens magazine 49, 1975, issue 6, pages 368 to 374.
  • the achievable at that time reached up to 500 kW.
  • Such machines which represent a considerable investment, require a long service life with high availability, so that the investment costs are justified.
  • Ships generally have a lifespan of 25 to 30 years, so the same lifespan is required for their drives. Such a lifespan has so far not been assured for large, permanently excited electric motors. It is an object of the invention to provide a system with which such a long service life is reliably achieved by the large, permanently excited electric motors.
  • the object is achieved in that the electric motor is designed to work reliably over a long period of time and in particular is designed to be protected against total or partial demagnetization, this being done by means of complementary design and operational, for example circuit and control, measures relating to the motor and the Converter, is reached.
  • the lifespan of the permanent magnets is the essential criterion for the lifespan of a long lifespan designed according to the design rules.
  • a propulsion system for ships or for other large electrical systems that works with permanent excitation - a ship can also be considered an industrial system - is decisively determined in terms of its lifespan by the lifespan of the magnetic components.
  • Demagnetization can occur, for example, due to overheating or excessive internal magnetic fields. Corrosion can also occur on the magnets, and demagnetization due to aging is also possible.
  • a migration of the magnets on the rotor of the electric motor is also possible, for example when high circumferential accelerations occur in the event of a fault.
  • the drive system according to the invention takes into account the factors described above which reduce the service life in a new way.
  • the drive system permanent magnets made of a magnetically aging-resistant magnet alloy, e.g. on the basis of sintered and heat-treated neodymium-iron-boron, which are particularly positively attached to the rotor of the electric motor.
  • Corresponding magnetic alloys are made of small electrical drives, e.g. for actuators, known for some time. Their long-term behavior has been sufficiently practically and theoretically examined. The tests result in a service life that, when used as intended, clearly exceeds the required time of 25 to 30 years. A prerequisite is a constant position of the magnets. You are not allowed to hike.
  • the electric motor is designed without cooling by a coolant with recooling and, particularly when used as a rudder propeller motor in an engine nacelle, has external wall cooling.
  • This advantageous embodiment achieves the greatest possible security with regard to overheating. If there is no coolant circulation system, it cannot fail. External wall cooling works satisfactorily under all circumstances, especially for a nacelle drive. When the ship is underway, the cooling is ensured by the movement of the drive through the water. The cooling effect increases with the speed of travel, ie with the energy consumed in the drive. This automatically results in cooling that responds depending on the power.
  • the magnetic circuit design of the drive system is such that an automatic limitation of a short-circuit current to non-critical values takes place at the rated point.
  • a short-circuit current for example in the event of a terminal short-circuit as the cause - results in a typical application with 1.7 times the nominal current.
  • This value is not critical since, for example, 2.2 times the current is borne by the magnet system according to the invention without the magnetic field generated by the overcurrent damaging the permanent magnets.
  • a current limitation in the converter eg to 110% to 120% of the design current, this can be parameterized, this results in a reliable limitation of the current flowing through the motor at all points to non-critical values.
  • the converter has a maximum current limitation for its individual branches, which can be parameterized, for example to a value that reliably prevents demagnetization by overcurrent.
  • a YBCO layer of a ceramic plate conductor acts as a switching element.
  • the limitation is specific to the different power semiconductors used depending on the version of the converter, e.g. possible with GTOs, IGBTs or thyristors.
  • the corresponding power semiconductors are also advantageously monitored individually in order to detect plated-through semiconductors immediately so that they can be replaced. Contacting the power semiconductors used, which can never be completely ruled out, can therefore not damage the magnet system.
  • the system has measuring devices between the converter and the electric motor, and between the converter and the transformer, both as a whole and for individual power branches. This enables faults in the converter to be quickly identified and rectified. Appropriate, known measuring devices are provided for detection.
  • the system has an earth fault indicator and protection device, for ships in equivalence, a line break monitoring device, a phase symmetry monitoring device and further monitoring and protective circuit components, in particular for overcurrents and overheating. So all conceivable errors in the Overall system that could lead to engine overheating must be taken into account.
  • the system according to the invention has a multiple winding system in the motor with two converters, each feeding into the windings, or that two electric drive motors, each with one converter, are used, with three strands of the converter each can be interconnected to form a three-phase system. This results in smaller sub-units, which can be individually monitored and switched off. This also ensures that no harmful overcurrents occur in the drive motor.
  • a remote diagnosis device is also provided, which detects in particular the ship's operating system and the converter with its components.
  • a remote diagnostic device e.g. works for ships with a satellite communication, allows the experts of the
  • the permanent magnets consist of a magnetically aging-resistant and particularly corrosion-resistant magnet alloy, for example on the basis of sintered and heat-treated neodymium-cobalt-copper-iron-boron, for example the Vac quality Vacodynm 677HR.
  • the permanent magnets are coated or painted in a durable manner and have a smooth 0- have surface. For example, they have a cuboid shape. This results not only in a corrosion-resistant base material, but also in a corrosion-protected overall training. There is no loss of material and therefore magnetic force of the permanent magnets over the required service life under the conditions prevailing in the electric motor.
  • the magnetic blocks are advantageously fixed on their base by adhesive, in particular by a fully cross-linked silicone adhesive in the form of a one-component adhesive. Fixing the magnetic blocks on their base is necessary for assembly.
  • a fully cross-linked silicone adhesive in the form of a one-component adhesive advantageously prevents corrosion nests from forming at the magnet-pole shoe transition.
  • the stator windings have temperature sensors, in particular temperature sensors with a measurement evaluation and / or the triggering of a warning function. It can also be advantageously provided that the temperature sensors are connected to the control part of the system in order to reliably prevent the windings and the magnets from overheating. This results in an additional monitoring option, which in particular makes it possible to counteract harmful tendencies in relation to the heating of the electric motor.
  • the attractive forces or individual magnetic blocks are very high.
  • the diameter and the maximum operating speed of the electric motor are dimensioned such that a residual force remains between the magnet block and its bearing surface even at maximum speed (automatic permanent magnet liability).
  • the magnetic blocks are also held in a positive and non-positive manner on their base by a bandage in connection with the geometric configuration of the pole shoes, this positive and non-positive liability is further supported by an automatic permanent magnetic adhesion.
  • the magnetic blocks are reliably positioned without affecting the service life and even under the occurrence of extreme forces, for example in the event of a fault.
  • the bandage can consist of both fiber-reinforced plastic and A-magnetic material. However, fiber-reinforced plastic allows the bandage to be made particularly thin, so that the motor can be designed with a particularly small air gap.
  • the winding heads of the stator windings are advantageously molded and connected to the outer wall via fixed, heat-conducting bridges. In this way, a fail-safe design is achieved that is far superior in safety to forced-circulation cooling with recooling.
  • the design of the electric motor with an open, encapsulated outer housing also goes in the same direction. This ensures that no foreign objects can penetrate or be introduced into the electric motor from the outside, for example for repairs or the like. Overall, the electric motor is maintenance-free in an encapsulated form and has a very long service life.
  • a walk-on shaft between the ship and the nacelle, as is known for permanently excited and recooled nacelle drives, can therefore advantageously be dispensed with. As a result of the fact that ships are docked every five years, no engine repairs need to be carried out, only wear parts such as seals and bearings must be inspected and replaced if necessary.
  • magnetic field sensors are arranged in the motor to increase safety and can be switched on in particular periodically or in an event-controlled manner.
  • an arithmetic unit is provided which continuously determines the electrical and magnetic state of the motor from measured data, for example individual currents in the electric motor, from the motor temperature, the output power and the rotational speed and, if appropriate, other characteristic influencing variables, and provides a warning Approximates critical values, preferably also initiates countermeasures.
  • FIG. 2 which shows the circuit diagram of a 3-strand machine with a 12-pulse converter
  • the number of power branches in the converter is doubled, here the monitoring can already be simplified insofar as it affects the converter.
  • the monitoring in the electric motor can also be reduced.
  • the design optimized with regard to safety results In the circuit of a 6-leg machine with two 12-pulse converters shown in FIG. 4, the design optimized with regard to safety results.
  • the idealized magnet courses shown in FIG. 5 are particularly distinguished by their symmetry. In this way, special flow concentrations can be avoided.
  • FIG. 6 shows the stator temperature as a function of the length of the electric motor.
  • the rotor temperature is about 10 ° below the stator temperature, so that separate monitoring of the rotor temperature can advantageously be dispensed with.
  • the air gap temperature is highest on the exciter side of the electric motor, so the termo elements are advantageously concentrated for monitoring here.
  • a simple and reliable monitoring of the motor temperature is possible by tightly concentrated termo elements on the magnet side of the electric motor, the termo elements advantageously being firmly connected to the stator winding.
  • the magnetic force when idling, at nominal load and in the event of a short circuit.
  • the magnetic force is in any case within the reversible part of the characteristic curve, even in the event of a short circuit. Protection against demagnetization is also provided in the event of a short circuit.
  • FIG. 8 finally shows in a logarithmic representation the irreversible polarization losses found in the course of detailed investigations at various coefficients B / ⁇ OH at 130 ° C.
  • 130 ° C is considerably higher than the highest temperatures shown in FIG. 6 in the electric motor according to the invention, i.e. With regard to excess temperature, there is a security against demagnetization which is so high that the durability of the magnets can be assumed even beyond the required 25 to 30 years.
  • the permanent magnetic force at 130 ° and the maximum temperature of a good 90 ° in the area of the permanent magnets and The safe avoidance of overcurrents in the windings of the electric motor can ensure the required lifespan of 25 to 30 years for drives with permanent magnet excitation for marine nacelle motors.
  • the encapsulated version with direct external wall cooling, which is fail-safe, makes a significant contribution to this.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Eletrric Generators (AREA)
  • Insulation, Fastening Of Motor, Generator Windings (AREA)
  • Manufacture Of Motors, Generators (AREA)
  • Permanent Magnet Type Synchronous Machine (AREA)
  • Permanent Field Magnets Of Synchronous Machinery (AREA)
  • Control Of Ac Motors In General (AREA)

Abstract

L'invention concerne un système d'entraînement électrique grandes puissances, par exemple des puissances supérieures à 500 kW, ayant une grande disponibilité et une longue durée de vie et destiné notamment à un bateau de mer. Ce système d'entraînement présente un moteur électrique qui est excité par un aimant permanent et qui coopère avec au moins un consommateur d'énergie triphasée, notamment une hélice de bateau. Ce système d'entraînement présente également au moins un redresseur destiné à alimenter le moteur électrique en énergie ainsi qu'un dispositif de commande, un dispositif de réglage et un dispositif de surveillance destinés au système. Le moteur électrique est conçu pour offrir un fonctionnement fiable pendant longtemps. Il est notamment protégé contre une démagnétisation complète ou partielle par des mesures complémentaires prises au niveau de la conception et du matériel, par exemple du matériel de coupure et de réglage, en ce qui concerne le moteur et le redresseur.
EP00954389A 1999-08-03 2000-08-02 Systeme d'entrainement de bateau a excitation permanente et a protection contre la demagnetisation Withdrawn EP1208632A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19936366 1999-08-03
DE19936366 1999-08-03
PCT/DE2000/002574 WO2001010001A2 (fr) 1999-08-03 2000-08-02 Systeme d'entrainement de bateau a excitation permanente et a protection contre la demagnetisation

Publications (1)

Publication Number Publication Date
EP1208632A2 true EP1208632A2 (fr) 2002-05-29

Family

ID=7916927

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00954389A Withdrawn EP1208632A2 (fr) 1999-08-03 2000-08-02 Systeme d'entrainement de bateau a excitation permanente et a protection contre la demagnetisation

Country Status (7)

Country Link
EP (1) EP1208632A2 (fr)
JP (1) JP2003506998A (fr)
KR (1) KR20020025210A (fr)
CN (1) CN1372715A (fr)
CA (1) CA2381148A1 (fr)
NO (1) NO20020443L (fr)
WO (1) WO2001010001A2 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005224075A (ja) 2004-02-09 2005-08-18 Sanyo Electric Co Ltd インバータ装置
CN101417702B (zh) * 2008-06-25 2011-09-14 哈尔滨工程大学 水下电机与推进器一体化装置
BG66793B1 (bg) * 2014-10-07 2018-11-30 Димекс Моторс Ад Безчеткова електрическа машина с постоянни магнити
CN109625228A (zh) * 2018-10-09 2019-04-16 武汉船用电力推进装置研究所（中国船舶重工集团公司第七二研究所） 一种永磁推进系统拓扑
DE102019130334A1 (de) * 2019-11-11 2021-05-12 Audi Ag Temperaturabhängiges Derating einer PSM

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SU612188A1 (ru) * 1977-01-06 1978-06-25 Предприятие П/Я А-1081 Реле несимметрии фаз электрических величин
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Also Published As

Publication number Publication date
WO2001010001A3 (fr) 2001-05-17
WO2001010001A2 (fr) 2001-02-08
NO20020443L (no) 2002-03-27
KR20020025210A (ko) 2002-04-03
JP2003506998A (ja) 2003-02-18
CN1372715A (zh) 2002-10-02
NO20020443D0 (no) 2002-01-28
CA2381148A1 (fr) 2001-02-08

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