Energy production plant, in particular wind turbine

专利摘要:
An energy production plant has a drive train with a differential gear (14) with three drives and drives, wherein a first drive with a drive shaft, an output with a generator (13) and a second drive with a differential drive (16) is connected. The differential gear (14) is a planetary gear. In the drive train both an emergency brake (4) and a service brake (20) is arranged.
公开号:AT512833A1
申请号:T558/2012
申请日:2012-05-10
公开日:2013-11-15
发明作者:
申请人:Hehenberger Gerald Dipl Ing；
IPC主号:

专利说明:

The invention relates to an efficient domestic energy plant, in particular a wind power plant, having a drive train with a generator.
The invention further relates to a method for regulating the operation of an energy production plant, in particular a wind power plant, having a drive train with a generator connected to a network.
The technical development in the field of wind turbines leads u.a. to ever larger rotor diameters and tower heights. This causes large power fluctuations due to e.g. Mains fault or strong wind gusts a correspondingly large deflection on the tower, which in turn leads to high loads on the system. For this reason, e.g. Wind turbines which are used to realize a variable
Rotor speed usually use three-phase generators in combination with full inverters, connected with large resistors via so-called choppers to the DC intermediate circuit of the full-scale converter so that the load on the rotor is maintained in the event of spontaneous loss of the load (for example in the event of a network fault) and thus rapid adjustment of the rotor blades can be avoided. A quick adjustment of the rotor blades would be necessary in case of rapid load loss in order to avoid an overspeed of the rotor, but would lead to a correspondingly large change in the rotor thrust and thus heavily load the tower. This problem increases the higher the tower is. Similar problems can also be found in e.g. Hydroelectric plants occur by e.g. in the case of long-lasting network faults, the turbine goes into overspeed due to lack of load, which may be would cause damage to them. Likewise, for drives for industrial applications, there are also operating states in which e.g. Power failure for a short period of a drive or driven side braking torque is required to bring the system in a safe state.
The time taken to detect the fault until the system stops or until the end of the power failure can last up to several seconds 2 Μ ··········································· * It will take a long time to dimension the resistors mentioned above accordingly.
However, the method described for systems with full inverters can not be realized with classic differential systems (electromechanical, hydrostatic and hydrodynamic), since in these cases the generator is connected directly to the mains. The same applies u.a. also for so-called double-fed three-phase machines.
The object of the invention is therefore to solve this problem.
This object is achieved with a service brake system having the features of claim 1.
This object is further achieved by a method having the features of claim 16.
By providing a service brake between the rotor of the power plant and the generator and the generator, which can introduce a braking torque into the driveline for a limited time, can be applied e.g. Wind turbines react to the pitch system delayed, resulting in a correspondingly slow change in the thrust of the system and thus the burden is kept as small as possible, in particular the tower or the structure of the structure.
Preferred embodiments of the invention are subject of the dependent claims.
Hereinafter, a preferred embodiment of the invention will be explained with reference to the accompanying drawings. It shows:
1 shows the drive train of a wind turbine with permanent-magnet-excited synchronous generator, full converter and intermediate circuit chopper with resistor according to the prior art,
2 shows the drive train of a wind turbine with differential drive according to the prior art, 3 3rd
f ··········································································································. ··
3 shows the drive train of a wind turbine with differential drive according to the invention,
Fig. 4 shows a realizable characteristic for a service brake system according to the invention and
Fig. 5 shows a characteristic curve according to the invention for a service brake system in comparison to a typical torque curve of a wind turbine.
The power of the rotor of a wind turbine calculates. yourself from the formula
Rotor power = Rotor area * Power factor * Air density / 2 * Wind speed3 where the power coefficient depends on the speed of rotation (= blade tip speed to wind speed ratio) of the wind turbine rotor. The rotor of a wind turbine is designed for an optimal power coefficient based on a fast running speed to be determined in the course of the development (usually a value between 7 and 9). For this reason, when operating the wind turbine in the partial load range, a correspondingly low speed must be set in order to ensure optimum aerodynamic efficiency.
The power consumption of the system is according to the above formula proportional to the cube of the wind speed. The thrust on the system is proportional to the square of the wind speed. Both, however, depends, inter alia. also from the set rotor blade angle. As a result, thrust and power go to zero as soon as the rotor blades are adjusted in the direction of feathering.
Fig. 1 shows a solution for realizing the variable speed according to the prior art. The rotor 1 of the wind turbine is mounted in the machine frame with a rotor bearing 2. The rotor 1 is in most cases a so-called three-blade rotor with mostly individually adjustable rotor blades. By adjusting the rotor blades, the power consumption of the drive train of the 4 # «· · · · · · ft · ft · * · · ft» «ft * · * I ft · ft * # ·· ft
Fixed system, or kafift di'ese'by * Vers * position of the rotor blades in the direction of feathering be placed as possible stress-free. In order to shut off the system safely, the rotor blades are usually adjusted individually, creating a required redundancy and thus the rotor blade adjustment serves as an emergency brake.
As a result, the rotor 1 drives the main transmission 3. This main gear 3 usually consists of two planetary and one spur gear. Here, however, there are a variety of variants in terms of number and type of gear stages. The high-speed side of the main transmission 3 is usually by means of a coupling 5 with the generator 6, e.g. a permanent-magnet-excited low-voltage synchronous machine, connected. For safety reasons, there is an additional or alternative to the rotor blade adjustment an emergency brake 4 between the main transmission 3 and generator 6, which can be designed only as a holding brake. The generator 6 is connected by means of rectifier 7, inverter 8 and transformer 9 to the medium-voltage network 10. With the DC link connecting the rectifier 7 and the inverter 8, a so-called chopper 12 is connected to a resistor 11.
Due to a fault in the drive train or operational short-term or emergency stop of the system or a network failure or failure of the generator 6 can no longer reduce power and there is a power dip. Thus, the torque driving the rotor 1 would cause the driveline of the system to overspeed. In order to prevent damaging speeds for the system, one could theoretically activate the emergency brake 4, which is designed in most cases as a disc brake. Due to the very large moment of inertia of the rotor, however, this would have to be dimensioned correspondingly large in order to reduce the rotational speed of the rotor or bring it to a standstill. In the case of a weak network 10, however, this often fails, which in any case also leads to a power dip. For safety reasons, therefore, the use of the emergency brake 4 is not permitted for this recurring operating state. Therefore, in systems according to the prior art, the overspeed is prevented by rapid adjustment of the rotor blades, whereby they can replace the emergency brake 4. An essential
The disadvantage of this method is that the thrust acting on the system is correspondingly reduced rapidly, which leads to a high load, especially of the tower of the plant. Another disadvantage is that it may take a relatively long time for short-term power failure, which is a power failure with short-term nominal voltage, short LVRT called, until the system comes back to the power level produced before the occurrence of this power failure, since the rotor blade adjustment back to the original Working position, which sometimes takes longer than required by the current grid feed-in regulations.
For this reason, in the prior art systems, the chopper 12 and the resistor 11 are now dimensioned so that they can absorb the power rating of the system for several seconds and convert it into heat. The resulting advantage is that the torque on the drivetrain can be maintained for the time being and thus no rapid rotor blade adjustment is required, which also does not change the thrust acting on the system abruptly. In addition, when power returns the power delivered to the grid can be quickly upshifted again, because then immediately the inverter 8 can return power into the network, while the chopper at the same time controls back the energy released into the resistors. Ideally, the torque applied to the drive train thus remains constant during a brief mains voltage dip.
Fig. 2 shows the concept of a wind turbine with electromechanical differential drive. Here again, the drive train of the wind turbine basically begins with the rotor 1 with its rotor blades and ends with the generator 13. Also here, the rotor 1 drives the main gear 3 and, as a consequence, the differential gear 14. The generator 13 is connected to the ring gear of the differential gear 14 and its pinion with the differential drive 16. The differential gear 14 is in the example shown 1-stage and the differential drive 16 is in coaxial arrangement to both the output shaft of the main transmission 3, as also to the drive shaft of the generator 13. In the embodiment shown, a hollow shaft is provided in the generator 13, which allows that the differential gear 6 't ·· · «* 4» «# ·« «·
Drive 16 is positioned on the side of the generator 13 facing away from the differential * input gear ** 4. As a result, the differential stage is preferably a separate, connected to the generator 13 assembly, which is then preferably connected via an emergency brake 4 and a clutch 5 to the main transmission 3. The same applies analogously to the emergency brake 4 as was already explained in the explanation of FIG. The connecting shaft 15 between the differential gear 14 and the differential drive 16 is preferably in a particularly low-inertia variation than e.g. Fiber composite shaft made with glass fiber and / or carbon fiber. The differential drive 16 is connected by means of frequency converter 17 and transformer 18 to the medium-voltage network 19. An essential advantage of this concept is that the generator 13, preferably a third-party medium-voltage synchronous generator, can be connected to the medium-voltage network 19 directly, that is to say without elaborate power electronics. The compensation between variable rotor speed and fixed generator speed is realized by the variable-speed differential drive 16, which has an output of preferably about 15% of the total system power.
The torque equation for the differential drive is:
Drehmomentoifferentiai drive = torque rotor * y / x, wherein the size factor y / x is a measure of the gear ratios in the main gear 3 and in the differential gear 14. The torque in the differential drive 16 is always proportional to the torque in the entire drive train.
A disadvantage of this concept in contrast to the plant concept according to FIG. 1, however, is that at e.g. Power failure or LVRT the generator 13 can no longer feed power into the network 19. Thus, the upcoming torque would bring the rotor 1 and the drive train of the system in overspeed, unless the rotor blade adjustment system reacts promptly and quickly.
The same applies to so-called double-fed three-phase machines, in which the rotor of the generator via a frequency converter, 7 • * · ········································································· * However, the GenVrafor 's stator is directly connected to the mains by means of a transformer. Thus, even in this case, the performance can not be maintained when an error occurs, which according to the prior art, only the option with the u.U. unfavorable impacting fast adjustment of the rotor blades as a means to avoid overspeed remains.
Fig. 3 shows the drive train of a wind turbine with differential drive according to the present invention. Basically, this is the same as that according to FIG. 2. The main difference, however, is that between the main gear 3 and differential gear 14 in addition a service brake 20 is installed. In the example shown, this is between the emergency brake 4 and the clutch 5, but it can optionally be positioned anywhere in the drive train. The advantage of the positioning between the main transmission 3 and differential gear 14 is that here the braking torque acts on the high-speed shaft of the transmission and thereby the lowest possible torque is present. In addition, the braking forces divide in accordance with the mass moment of inertia, which causes a large part of the braking torque acts on the rotor 1 via the main gear 3. Thus, the generator 13 and the differential drive 16 through the braking operation as small as possible torque load. This is not the case when the service brake is e.g. is connected to the rotor shaft of the generator 13 and the differential drive 14 thus must hold against the entire, introduced by a service brake 20 braking torque. The purpose of the service brake is similar to that of the chopper 12 and the resistor 11 of Fig. 1, namely, that it can take the rated power of the system for several seconds and convert it into heat. The resulting advantage here is also that the torque on the drivetrain can be maintained for the time being and therefore no fast rotor blade adjustment is required, which also does not change the thrust acting on the system abruptly.
If necessary, the system controller first detects whether there is a power failure or a short-term network fault (a so-called LVRT error), in which the system should or must remain on the grid. This depends on the technical network
Infeed conditions a Ze * iträum * of ca *. ** 0.5 to 3 seconds to complete, during which ideally the rotor blades are not significantly adjusted. In this way, in the event of a sudden return of the network, the power to be transmitted to the network can be upshifted very quickly by removing the "destroyed" by the service brake 20. Performance is reduced accordingly rapidly. Ideally, the service brake (20) is to be controlled so that the torque acting on the rotor 1 from the drive train remains substantially constant over this period. This works much faster than would be feasible by adjusting the rotor blades. If this is not the case and there is another error, the system can be switched off slowly. Such a shutdown process, for example, take up to 15 seconds during which correspondingly large amounts of energy must be converted into heat. In this case, the torque acting on the rotor 1 from the drive train is regulated to preferably at most 7 seconds, but ideally already after approximately 3 to 5 seconds, corresponding to zero.
The service brake system 20 may take various forms. First of all, the group of hydrodynamic retarders should be mentioned here. Hydrodynamic retarders usually work with oil, which is routed to a converter housing if required. The converter housing consists of two rotationally symmetrical and opposing paddle wheels, a rotor which is connected to the drive train of the system, and a fixed stator. The rotor accelerates the supplied oil and the centrifugal force pushes it outwards. Due to the shape of the rotor blades, the oil is directed into the stator, which thereby brakes a braking torque in the rotor and subsequently also the entire drive train.
By friction, the kinetic energy is converted into heat, which must be dissipated by a heat exchanger again, which is e.g. can be done with the help of the cooling water circuit of the plant. To activate the retarder is preferably flooded with oil from a reservoir, which is pumped back automatically by the paddle wheels.
Another embodiment is a water retarder, which can be used in conjunction with a water retarder. 9 Μ · * * * · «· ··· φ ·« * «♦ ·· # ··· *» · ♦ ·· * • * # · ♦ · # »· * * · · ♦ ♦ * ·· · also works according to the hydroSynamic principle, but uses water instead of oil as brake fluid. According to the degree of filling and the speed difference between the rotor and stator braking torque is built up. The resulting energy is converted in the hydrodynamic working space of the retarder exclusively into heat energy and absorbed directly by the cooling water. In this case, the heated cooling water is cooled directly via the cooling water circuit of the system. This cooling water circuit is usually present anyway, e.g. to be able to cool the generator 13, the differential drive 16 and the frequency converter 17 etc.
For an electrodynamic retarder, e.g. an eddy current brake, are e.g. two steel discs (rotors), which are not magnetized, connected to the drive train. In between lies the stator with electric coils. When power is applied by activation of the retarder, magnetic fields are generated which are closed by the rotors. The opposing magnetic fields then generate the braking effect. The resulting heat is e.g. discharged through internally ventilated rotor discs again.
An essential advantage of a retarder as service brake is its freedom from wear and good controllability.
Fig. 4 shows possible characteristics for retarders. By way of example, a continuous line is shown here as a typical characteristic curve for a hydrodynamic retarder and a dashed line as a typical characteristic of an electrodynamic retarder. Due to the specific design of the retarder its design characteristic can be adapted to the requirements. In operation, the characteristic curves for hydrodynamic retarders can be varied by varying the degree of filling or for electrodynamic retarders by varying the exciting current.
For example, the characteristic curve for the service brake 20 is set so as to come as close as possible to the speed / torque characteristic of the system, whereby e.g. in case of power failure · the behavior of the system is hardly changed compared to normal operation. In this context, a hydrodynamic retarder is recommended when used at 00 00 β. V ······· 0 0 × t × × × It is particularly well suited to a turbomachine, since a retarder basically also has a cubic characteristic and thus a possibly necessary regulatory effort can be kept low.
At a speed equal to zero, the retarder generates no braking torque. Since in the case of energy recovery systems at low turbine speed even a small torque is present, but this does not create an application-specific disadvantage.
This is shown in FIG. 5. The continuous line shows a typical torque / speed characteristic curve for. a wind turbine {WKA). The point with 100% speed or 100% torque describes the nominal point of the wind turbine. By about 105% of the speed, the system settles in nominal operation at preferably constant torque. Above a speed of 110%, the torque decreases again, while up to a speed of 115%, the system is operated at a constant power. When exceeding 115% of the speed, the system is usually taken off the grid. In the operating range below the nominal point, an attempt is made to get as close as possible to a cubic characteristic curve, whereby design-specific speed limits must be observed here.
The dotted line is the characteristic of the retarder, which preferably describes a cubic line. In the middle operating point in rated operation of the plant, which is for example at about 105% of the speed, the torque line of the wind turbine intersects with the characteristic of the retarder.
In a particularly simple embodiment, the variation of the degree of filling is dispensed with and the characteristic curve is laid so that a braking torque in the amount of the nominal torque of the system is achieved at the intersection of the two characteristic curves. Since the rotor of the wind turbine, if the rotor blade adjustment is not active, also follows a cubic characteristic, the system is maintained in the event of a momentary power failure by the service brake 20 sufficiently balanced. Thus, although the effect is not perfect for all operating ranges, a drop in performance during high-power operation of the apparatus would be a particularly detrimental effect · Ft · ♦ »ftft * * ΛΙ-
This simplification is a good compromise between the behavior of the system in the event of a fault on the one hand and the complexity of a service brake 20 on the other. The torque characteristic of the service brake 20 shown in FIG. 5 extends over a majority of the operating range approximately in the region of the torque characteristic of the wind turbine. By exact regulation of the degree of filling or the exciting current, an even better match of the two characteristics can be achieved - up to a largely exact coverage of both characteristics. During operation of the system, the speed of the drive train will settle anyway on the characteristic of the service brake and thus an overspeed be prevented. The power to be delivered at power recovery can then be regulated by the power control of the system according to the requirements of the grid feed conditions or the specified operating conditions.
In the described embodiment, the working machine is the rotor of a wind turbine. Instead, however, rotors for the extraction of energy from ocean currents, hydropower turbines, pumps can be used. Moreover, the embodiment of the invention is also applicable to industrial applications such as e.g. in the event of a system failure in braking mode, to prevent an overspeed in the event of a fault.
According to the invention, the service brake (20) can also be used for energy production plants according to FIG. 1, the service brake being arranged in the drive train, in particular between main transmission 3 and generator 6.

权利要求:
Claims (20)
[1]
.Μ * * • * »· | 1. Power generation plant, in particular wind power plant, with a drive train with a generator (6, 13), characterized in that in the drive train both an emergency brake (4) and a service brake (20) is arranged.
[2]
2. Power generation plant according to claim 1, with ein.Antriebsstrang with a differential gear (14) with three inputs or outputs, wherein a first drive with a drive shaft, .A output with the generator (13) and a second drive with a. Differential drive (16) is connected, and wherein the differential gear (14) is a planetary gear, characterized in that the service brake (20) in the drive train in front of the differential gear (14) is arranged.
[3]
3. Power generation plant according to claim 1 or 2, characterized in that in the drive train in front of the differential gear (14), a main gear (3) is arranged and that the service brake (20) between the main gear (3) and the differential gear (14) is arranged.
[4]
4. Power generation plant according to claim 1, comprising a drive train with a differential gear (14) with three inputs or outputs, wherein a first drive with a drive shaft, an output with the generator (13) and a second drive with a differential drive ( 16), and wherein the differential gear (14) is a planetary gear, characterized in that the service brake (20) in the drive train behind the differential gear (14) is arranged.
[5]
5. Power generation plant according to claim 4, characterized in that the service brake (20) in the drive train between the differential gear (14) and the generator (13) is arranged. Energy production plant according to claim 4, characterized in that the service brake (20) on the side remote from the differential gear (14) side of the generator (13) is arranged.
[6]
6. Μ. . »» ♦ «♦ ♦ · ·» «« ♦
[7]
7. Power generation plant according to claim 1, characterized in that the generator is a double-fed three-phase machine.
[8]
8. Power generation plant according to claim 1, characterized in that the generator {6) is a permanent magnet synchronous machine.
[9]
9. Energy production plant according to one of claims 1 to 8, characterized in that the service brake (20) is a wear-free hydrodynamic or electrodynamic retarder ..
[10]
10. Energy production plant according to claim 9, characterized in that the hydrodynamic service brake (20) is integrated into the cooling circuit of the power generation plant.
[11]
11. Energy production plant according to one of claims 1 to 10, characterized in that the slope of a torque characteristic of the service brake (20) in the range above the rated speed of the power generation plant is greater than the slope of a torque characteristic of the power plant.
[12]
12. Energy production plant according to one of claims 1 to 11, characterized in that the slope of a torque characteristic of the service brake (20) in the region of the rated speed of the power generation plant is smaller than the slope of a torque characteristic of the power plant.
[13]
13. Energy production plant according to one of claims 1 to 12, characterized in that the slope of a torque characteristic of the service brake (20) cuts in the range above the rated speed of the power plant a torque characteristic of the power plant.
[14]
14. Energy production plant according to one of claims 1 to 10, characterized in that a torque characteristic of the service brake (20) up to the nominal torque of the power generation plant substantially parallel to a • w. t II · t I I · »· t *» · ·· * * ·· Torque characteristic of the energy recovery system is running.
[15]
15. Energy production plant according to one of claims 1 to 14, characterized in that a torque characteristic of the service brake (20) has a cubic shape.
[16]
16. A method for controlling the operation of an energy production plant, in particular a wind turbine, with a drive train with a network (10, 19) connected to the generator (6, 13), characterized in that in the case of a power failure, power failure or emergency shutdown a service brake (20) is activated so that the torque acting on the rotor (1) from the drive train remains substantially constant over a period of at least 0.5 seconds.
[17]
17. The method according to claim 16, characterized in that the from the drive train to the rotor (1) acting torque over a period of up to 7 seconds, preferably up to 5 seconds, remains substantially constant.
[18]
18. The method according to claim 16, characterized in that the from the drive train to the rotor (1) acting torque remains substantially constant over a period of up to 3 seconds.
[19]
19. A method according to any one of claims 16 to 18, characterized in that the braking torque of the service brake (20) in a further period from 5 to
[20]
20 seconds, preferably from 10 to .15 seconds, is reduced to about zero.

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法律状态:
2018-01-15| MM01| Lapse because of not paying annual fees|Effective date: 20170510 |

优先权:

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申请号 | 申请日 | 专利标题

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ATA558/2012A|AT512833B1|2012-05-10|2012-05-10|Energy production plant, in particular wind turbine|ATA558/2012A| AT512833B1|2012-05-10|2012-05-10|Energy production plant, in particular wind turbine|

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ES13716164T| ES2755033T3|2012-05-10|2013-03-28|Installation for obtaining energy, in particular wind turbine|

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DK13716164.2T| DK2859222T3|2012-05-10|2013-03-28|Energy production plants, especially wind turbines|

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PCT/AT2013/000052| WO2013166531A1|2012-05-10|2013-03-28|Energy production plant, in particular wind turbine|

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US14/386,828| US10006439B2|2012-05-10|2013-03-28|Energy production plant, in particular wind turbine|

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CN201380033399.7A| CN104411966A|2012-05-10|2013-03-28|Energy production plant, in particular wind turbine|

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EP13716164.2A| EP2859222B1|2012-05-10|2013-03-28|Energy production plant, in particular wind turbine|