Improved hybrid powertrain system configuration

Abstract

A hybrid powertrain system is disclosed. The hybrid powertrain system includes at least one gas turbine, a compressor, and an electric motor. An active functional rotating device is mounted between the compressor and the electric motor, which improves power transmission and also supports a power transmission shaft. The active functional rotating device may be removed, thereby facilitating providing space for maintenance of the compressor. A method for servicing a hybrid powertrain system is also disclosed.

Description

[0001] manual Technical Field

[0002] This disclosure relates to a hybrid powertrain system configuration that allows for improved maintenance. Background Technology

[0003] Gas turbines are typically mounted to provide torque to loads such as compressors. Compressors are widely used, for example, in the liquefied natural gas sector and are commonly used in the oil and gas industry. Gas turbines are typically connected to loads, i.e., compressors, pumps, or any rotating equipment, via couplings.

[0004] More specifically, referring to liquefied natural gas (LNG) processing, natural gas is liquefied through a liquefaction process, in which a refrigeration cycle is used to cool the natural gas, turning it into a liquid for storage and transportation. To cool LNG, a refrigerant is cooled by a compressor, then condenses and expands to remove heat from the natural gas flowing into a heat exchanger. The compressor is a rotating machine typically driven by a gas turbine.

[0005] In recent years, electric motors have also been included in the aforementioned layouts, thus achieving what is known as a drivetrain configuration. More specifically, in such configurations along the shaft system, there is a gas turbine, a compressor connected to the gas turbine, and an electric motor connected to the compressor. These are generally known and referred to as hybrid drivetrain configurations, hybrid drivetrain systems, hybrid turbo-compressor drivetrains, or simple hybrid drivetrains, as already mentioned. In such configurations, the electric motor can have multiple operations. Specifically, the electric motor can operate as an electric motor, such as an auxiliary device, for example, alternately providing torque to the compressor when the gas turbine is not operating, or, for example, directly providing torque to the gas turbine during the start-up phase.

[0006] An electric motor can also operate as a generator, for example, when the power generated by the gas turbine exceeds the power normally required by the load (i.e., the compressor). In such cases, the power is converted into electrical energy by the electric motor and injected into the public power grid.

[0007] A compressor is typically made of a housing and a compressor bundle, which is arranged within the housing during normal operation. The compressor bundle is the component of the gas compressor and is the core of the system because it contains the main parts responsible for the compression process. The compressor bundle includes several parts, typically including components such as:

[0008] - Impeller / rotor, which is the part that actually compresses the gas. In a centrifugal compressor, the impeller is attached to a rotating shaft and rotates at high speed to apply pressure to the gas;

[0009] - A diaphragm or stator, which is a stationary component designed to convert the kinetic energy of a gas into pressure energy;

[0010] - A shaft to which the impeller is connected, allowing the impeller to rotate. This shaft is typically connected to an electric motor or a gas turbine;

[0011] - Seals and bearings that allow the shaft to rotate freely while preventing gas leakage.

[0012] The compressor kit is designed to be removable from the rest of the system for easy maintenance and repair. In the process plant, the compressor kit can be pulled out from the rest of the machine without disassembling the entire compressor and without affecting the process piping.

[0013] In hybrid powertrains, the space available for maintaining and repairing the compressor assembly is very limited. Such maintenance activities require the removal or replacement of the motor, gas turbine, or the entire compressor housing. This translates to excessive downtime and high handling capacity for customer cranes.

[0014] To address such technical design challenges, the first solution is to move the compressor away from the motor. However, in this case, the connector between the compressor and the motor would need to be longer. This design choice can cause several problems in terms of resonance and vibration. An excessively long connector can cause resonance with operating vibrations, potentially leading to machine breakage and severe damage. Recent design trends have led to faster machines, requiring shorter connectors to prevent any risk of resonance. Furthermore, a longer shaft is heavy and therefore more complex to maintain, considering the weight that needs to be moved before maintenance activities can begin.

[0015] In light of the foregoing considerations, it will be well understood in the art that a more efficient hybrid powertrain design is needed to address and overcome the aforementioned challenges. This improved design aims to alleviate the problems traditionally associated with the compact and restrictive placement of compressor components.

[0016] It will also be well understood that allowing for easier and more intuitive maintenance procedures for compressor kits. By simplifying the process of accessing, removing, and reinstalling compressor kits, routine maintenance can be performed more efficiently and with less complexity.

[0017] Prior art related to the hybrid powertrain system disclosed herein also includes European Patent EP3004601B1 and Italian Patent Applications 102022000013801 and 102022000012785, which describe the layout of the hybrid powertrain system as previously disclosed.

[0018] Related prior art also includes patent application EP2917504A1. The disclosed solution improves gas turbine systems used in mechanically driven applications, particularly for driving compressors in LNG facilities. This solution addresses power fluctuations by positioning an electric motor / generator at the load-opposite end of the turbine, thereby enhancing maintenance accessibility and reducing mechanical stress. The motor / generator supplements power during periods of low turbine output and generates electricity from excess power. The system simplifies retrofitting and eliminates the need for a separate starter. It is applicable to both single-shaft and multi-shaft turbines. This solution does not address the component arrangement required for easy compressor maintenance. Summary of the Invention

[0019] In one aspect, the subject matter disclosed herein relates to a hybrid powertrain system comprising: a compressor, the compressor being torque-driven; a gas turbine, the gas turbine generating drive torque to drive the compressor; a main drive assembly for transmitting torque from the gas turbine to the compressor; an electric motor load; and a further drive assembly for mechanically connecting the load motor and the compressor. The further drive assembly includes an active rotating device. Furthermore, the further drive assembly includes a first drive coupling and a second drive coupling, one end of the first drive coupling being mechanically connected to the compressor and the other end being mechanically and removably connected to the active rotating device, and one end of the second drive coupling being mechanically and removably connected to the active rotating device and the other end being mechanically connected to the electric motor. The active rotating device is an axle box.

[0020] On the other hand, the subject matter disclosed herein relates to a hybrid powertrain system, wherein the axle housing includes: a housing in which a drive gear and / or shaft are housed; a base for supporting the housing; and a first connecting flange and a second connecting flange, the first connecting flange being removably coupled to a first drive shaft of the other drive assembly, and the second connecting flange being removably coupled to a second drive coupling of the other drive assembly.

[0021] On the other hand, this paper discloses a hybrid powertrain system in which the active rotating device includes a torque limiter device.

[0022] Another aspect of this disclosure relates to a hybrid powertrain system in which a torque limiter device is applied to a first connecting flange and / or a second connecting flange.

[0023] On the other hand, the subject matter disclosed herein relates to a hybrid powertrain system in which the active function rotating device includes an internal coupling, and the torque limiter device is applied to one of the couplings of the active function rotating device.

[0024] Another aspect of this disclosure relates to a hybrid drive system in which the housing of a compressor has a removal opening from which a compressor assembly can be removed, and wherein the hybrid drive system further includes: a rail capable of being mounted corresponding to the removal opening of the compressor housing; and a removal bracket capable of being slidably moved on the rail.

[0025] On the other hand, the subject matter disclosed herein relates to a hybrid powertrain system in which the ratio between the distance between the compressor and the motor and the longitudinal length of the compressor assembly is between 1.2 and 1.8, preferably 1.5.

[0026] On the other hand, this document discloses an active function rotary device comprising one of the following devices: a ratchet system; a secondary driveshaft; a speed pick-up device; a torque pulsation measurement system; one or more vibration probes; a torque limiter device; a mechanical pump; a rotary gear; a dedicated flywheel for correspondingly damping / tuning the torsional behavior of the drivetrain system; and / or a continuously variable transmission (CVT).

[0027] On the other hand, this document discloses a compressor comprising a housing and a compressor assembly housed within the housing. The compressor assembly is removable from the housing.

[0028] On the other hand, this document discloses an electric motor configured to operate as an electric motor to transmit torque to a compressor and as a generator to receive torque from the compressor. Furthermore, the main drive assembly includes: a clutch housing comprising a housing and a clutch disposed within the housing; a first drive shaft, one end of which is mechanically connected to a gas turbine and the other end to the clutch housing; and a second drive shaft, one end of which is mechanically connected to the clutch housing.

[0029] In addition, this article discloses a clutch including a first clutch input section connected to a first drive shaft and a second clutch output section connected to a second drive shaft.

[0030] In one aspect, the subject matter disclosed herein relates to a method for servicing a hybrid powertrain system, the method comprising the steps of: disassembling the drive coupling, removing the active function rotating device, and removing the compressor assembly. The compressor housing has a removal opening from which the compressor assembly can be removed. Following the removal step, there are additional steps of: mounting a rail corresponding to the removal opening of the compressor housing and placing a removal bracket on the rail, wherein the removal step includes a sub-step of using the removal bracket, which moves along the rail. Attached Figure Description

[0031] When considered in conjunction with the accompanying drawings, the embodiments disclosed in this invention and their many accompanying advantages will become better understood by referring to the following detailed description, thereby readily providing a more comprehensive understanding of them, wherein:

[0032] Figure 1 A schematic diagram of a hybrid powertrain system according to a first embodiment is shown;

[0033] Figure 2 A perspective view of the axle box according to the first embodiment is shown;

[0034] Figure 3 It shows Figure 2 Side view of the axle box;

[0035] Figure 4 It shows Figure 2 Front view of the axle box;

[0036] Figure 5A Compressor 3 is shown in its standard operating configuration;

[0037] Figure 5B The disassembly of the first and second transmission couplings is shown.

[0038] Figure 5C The removal of the axle box is shown;

[0039] Figure 5D The compressor kit was shown being removed via a bracket; and

[0040] Figure 6 A flowchart is shown for a method of repairing a hybrid powertrain system. Detailed Implementation

[0041] Gas turbines are used to drive shaft-connected loads, such as compressors. Recently, so-called hybrid powertrain systems have been marketed, which also integrate an electric motor. In a hybrid powertrain system, the gas turbine drives the compressor, which itself is connected to the electric motor via an active rotating device (such as a shaft box) to improve system operation and provide more space when the compressor assembly is removed from its housing, for example, for maintenance or replacement.

[0042] A removable axle housing, integrated within the turbo compressor shafting, is positioned between the compressor and motor to allow for proper support of the compressor-motor connection while simultaneously providing sufficient space for compressor assembly removal. The solution involves lever action and an integrated torque limiter (TLD) device to avoid over-design of the shafting (easier connector design) and dedicated instrumentation (easier rotating equipment item design).

[0043] Now refer to the attached diagram, Figure 1 A hybrid powertrain system 1 according to a first embodiment is shown. The hybrid powertrain system 1 generally and broadly includes a gas turbine 2, a compressor 3 driven by the gas turbine 2, and an electric motor 6.

[0044] The gas turbine 2 includes a gas compressor 21 capable of compressing air taken from the environment, which is then delivered to a combustor 22. In the combustor 22, fuel is added to the gas stream, forming a fuel / air mixture that is ignited. The combustion gases produced in the combustor are delivered to a high-pressure turbine 23 and partially expanded therein, thereby generating mechanical power. The mechanical power generated by the high-pressure turbine 23 is used to drive the gas generator compressor 21.

[0045] Typically, the operation of gas turbine 2 is controlled by gas turbine control unit 24, which coordinates the general functions of the rotating machine. Gas turbine control unit 24 can be an external computer or a programmed or programmable processor on gas turbine 2.

[0046] The compressor 3 includes a housing 31 and a compressor assembly 32, which is housed within the housing 31 during operation. For repair or maintenance of the compressor 3, the compressor must be removed from the housing 31 in the removal direction indicated by arrow U.

[0047] Typically, compressor assembly 32 includes key components responsible for the compression process (not shown in detail), such as the impeller / rotor that actually compresses the gas, the diaphragm or stator that converts the kinetic energy of the gas into pressure energy, and seals and bearings that allow the shaft to rotate freely while preventing gas leakage. All these components are interconnected and coupled in a complex manner. As described above, compressor assembly 32 in… Figure 1 The rectangle represents the whole without distinguishing its parts.

[0048] The compressor 3 is connected to the gas turbine 2 via a main drive assembly 4. The main drive assembly 4 includes a first drive coupling 41, a second drive coupling 42, and a clutch housing 5. One end of the first drive coupling is connected to the gas turbine 2, and one end of the second drive coupling is connected to the load 3. In the illustrated layout of the hybrid powertrain system 1, the clutch housing 5 is connected to both the first drive coupling 41 and the second drive coupling 42.

[0049] In the clutch housing 5, a clutch input section 521 and a clutch output section 522 are schematically shown, which are mechanically connected to the other end of the main drive coupling 41 and the other end of the second drive coupling 42, respectively. The clutch input section 521 and the clutch output section 522 are capable of engaging power transmission. The clutch sections 521 and 522 are housed within a housing 51.

[0050] The clutch housing 5 may also include a torque limiting device or TLD 53 (illustrated in the figure) connected between the first drive coupling 41 and the clutch input section 521 of the clutch 52. The introduction of the torque limiting device 53 allows for the avoidance of shaft over-engineering, which could limit the operating range of the hybrid powertrain system 1. In effect, the mass of the torque limiting device 53 stabilizes the main shaft assembly 4. The mass of the torque limiting device 53 replaces the usual mass applied to the shaft for shaft stabilization.

[0051] In other implementations, various other types of torque limiting devices can be used to effectively manage and control torque levels in the system. For example, a torque clicker type can be installed as an alternative. Torque clickers are unique devices that provide a mechanical way of limiting torque, typically through a ratchet mechanism. They can be used to limit the rotation of a mechanism to a certain extent, preventing it from constantly spinning.

[0052] In addition, other types of torque limiting devices that may be installed include shear pins, magnetic couplings, or electronic torque limiters. Each of these devices has unique operating characteristics, benefits, and disadvantages, and the choice of device depends on the specific needs and requirements of the hybrid powertrain system 1.

[0053] The hybrid powertrain system 1 also includes an electric motor 6, which is mechanically connected to the electric motor 3 via another transmission assembly 7, which also includes a first transmission coupler 71 (such as a shaft), an active function rotating device 8, and a second transmission coupler 72 (such as a shaft).

[0054] In the prior art, the ability of the active functional rotating device 8 to disconnect the mechanical connection between the active functional rotating device 8 and the first transmission coupling 71 and the second transmission coupling 72 is neither implicit nor obvious. Typically, functional rotating devices in existing systems are designed with fixed connections that are not easily disconnected without extensive disassembly and specialized tools. This conventional approach generally increases maintenance time and complexity, and carries a higher risk of damage during disassembly and reassembly.

[0055] Furthermore, the prior art does not disclose or suggest a modular design in which the mechanical connection between the rotating device 8 and the transmission couplings 71 and 72 can be easily disengaged. This feature enhances the flexibility and maintainability of the equipment, allowing for quick replacement or maintenance without significant system downtime.

[0056] As described above, the active function rotating device 8, embodied by the axle box, is designed to house and support the rotating shaft, thereby ensuring its proper alignment and smooth operation. This device is essential for maintaining the integrity and efficiency of the rotating system, provides structural support and ease of maintenance, and is removable.

[0057] The functional rotating device 8 is configured for slidable removal, allowing for easy access and maintenance. The removal process can be performed laterally relative to the shaft arrangement, facilitating quick and efficient disassembly when maintenance is required. Furthermore, the design allows for radial removal by defining a specific plane, which may involve lifting the device to detach it from the system. This design enhances the compactness and modularity of the entire system, reduces space obstruction, and simplifies maintenance tasks. The ability to easily remove and maintain the axle box ensures minimal downtime and extends the device's lifespan, thereby improving the overall reliability and performance of the mechanical system.

[0058] To facilitate the maintenance of compressor 3, the distance between compressor 3 and motor 6 can be a certain distance. Its length is proportional to the longitudinal length of the compressor assembly 32, that is, equal to:

[0059]

[0060] Preferably, the ratio is between 1.2 and 1.8.

[0061] The motor 6 is designed to be multifunctional, capable of operating as both an electric motor and a generator. When used as an electric motor, the motor 6 provides torque to the compressor 3, thereby driving its operation. On the other hand, when the motor 6 operates as a generator, it converts the energy it receives via another transmission component 7 to generate power.

[0062] Motor 6 is controlled by motor slave control unit 61. Motor slave control unit 61 is the core of motor 6's function adjustment and control, ensuring smooth and efficient performance.

[0063] The motor slave control unit 61 is operatively connected to the main control logic unit U, thereby forming an integrated system that provides overall control of the multiple components of the hybrid powertrain 1. The main control logic unit U is also operatively connected to the gas turbine slave control unit 24, thereby enabling the operation control of these components under a unified system.

[0064] The main control logic unit U coordinates the operation of the gas turbine 2 and the electric motor 6. This coordinated control becomes particularly critical when the electric motor 6 is used as an energy supplier or generator. By managing the operation of these two components, the main control logic unit U ensures efficient energy use and distribution, thereby optimizing the overall performance of the hybrid powertrain 1.

[0065] The main control logic unit U can be implemented in several ways to achieve the expected operational coordination between the gas turbine 2 and the motor 6.

[0066] In one implementation, the main control logic unit U may be a dedicated microcontroller designed in conjunction with the gas turbine slave control unit 24 and the motor slave control unit 61, specifically for the task of controlling the operation of the gas turbine 2 and the motor 6, as described above. Taking into account factors such as energy efficiency, operational safety, and performance optimization, this dedicated microcontroller can be programmed with a set of algorithms / programs tailored to the specific requirements of the operation of the hybrid powertrain 1.

[0067] In another implementation, the main control logic unit U may be part of a programmable logic controller (PLC) system. PLCs are typically used for process control in industrial environments. Utilizing input and output interfaces that can be directly connected to the gas turbine slave control unit 24 and the motor slave control unit 61, the PLC can be programmed to manage and coordinate the operation of these components based on real-time operational data.

[0068] In another embodiment, the main control logic unit U can be implemented as a software module running on a general-purpose computer or a dedicated control computer. This software module can interact with the gas turbine slave control unit 24 and the motor slave control unit 61 via standard communication interfaces, thereby allowing it to control and coordinate the operation of the gas turbine 2 and the motor 6 based on predefined control methods.

[0069] In another implementation, the main control logic unit U can be implemented as a distributed control system (DCS). In this configuration, multiple local controllers distributed throughout the hybrid powertrain 1 can each be responsible for controlling specific aspects of the operation of the gas turbine 2 and the electric motor 6.

[0070] It should be noted that the above embodiments are merely illustrative, and other embodiments of the main control logic unit U can be designed without departing from the scope of the invention. The specific embodiment chosen will depend on factors such as the specific requirements of the operation of the hybrid powertrain 1, available resources, and the desired level of control granularity and flexibility.

[0071] In the illustrated embodiment, the load is compressor 3; however, in other embodiments, the load can be a different load, such as a pump.

[0072] The active function rotating device 8 is a shaft box to facilitate the transmission of torque and power.

[0073] The axle box 8 is a mechanical assembly designed to support and enclose another transmission assembly 7 in the hybrid powertrain system 1. The axle box provides several key functions in the operation of the hybrid powertrain system 1, including load bearing, alignment, and protection.

[0074] The axle box 8 is designed to withstand the mechanical stresses exerted by the rotation of another transmission component 7 and the forces transmitted through that other transmission component. The axle box is typically made of high-strength materials such as steel or alloys.

[0075] The axle box 8 may also include alignment components, such as a set of bearings or bushings (not shown), which allow the drive shaft to rotate freely while maintaining precise alignment. This feature minimizes friction and wear, improves efficiency, and reduces the likelihood of drive shaft failure.

[0076] The axle box 8 may also incorporate a sealing system to prevent the leakage of contaminants and lubricants used within the axle box 8 itself. Depending on the specific requirements of the application, the sealing system may include a series of gaskets, O-rings, or mechanical seals.

[0077] It should be noted that the design and features of the axle box 8 can vary depending on the specific requirements of the hybrid powertrain system 1. The detailed description provided herein is intended to be illustrative rather than exhaustive, and variations of the design can be conceived by those skilled in the art without departing from the scope of this disclosure.

[0078] Specifically, now refer to Figure 2 and Figure 3 An embodiment of axle housing 8 as an active rotating device is shown. Axle housing 8 includes a housing 81 and a base 82, in which the drive gear and the aforementioned components are housed. The base includes mounting points or supports that allow for secure fastening of the base to the structure of the hybrid powertrain system 1. These mounting points may also be designed to absorb vibration and reduce noise. The base 82 supports the housing 81. Axle housing 8 also includes a first connecting flange 83 for engagement with a first drive coupling 71 of another drive assembly 7, and a second connecting flange 84 for engagement with a second drive coupling 72 of another drive assembly 7.

[0079] In some implementations, the base 82 includes a set of adjustable mounting elements to allow adjustment of the position of the housing 81 relative to the compressor 3 and the motor 6.

[0080] Similarly, in other embodiments, the axle box 8 also includes a set of monitoring sensors for monitoring the operating conditions of the active-function rotating device 8 housed within the housing 81.

[0081] The monitoring sensors are selected from a group consisting of temperature sensors, pressure sensors, vibration sensors, and speed sensors.

[0082] The first connecting flange 83 and the second connecting flange 84 are removably connected to the first transmission connector 71 and the second transmission connector 72 of another transmission assembly 7, respectively.

[0083] In other embodiments, the active-function rotary device 8 can integrate additional devices to improve power transmission between the compressor 3 and the motor 6. Specifically, the following devices can be integrated into the axle box 8:

[0084] - Ratchet system;

[0085] - Auxiliary drive shaft;

[0086] -Torque pulsation measurement system;

[0087] - One or more vibration probes;

[0088] - Additional instruments (e.g., velocity pickup device, vibration probe);

[0089] - A torque limiter device (TLD) that allows for the avoidance of any excessive complexity in the design of the drivetrain shaft system;

[0090] - A mechanical pump, which is connected to the spindle via a dedicated mechanical connector. The pump will mean less impact on the new lubrication control console, a situation anticipated whenever a hybrid solution (brownfield solution) implementation is carried out on an existing unit;

[0091] - Rotating gears to prevent rotor thermal bending and accelerate the restart procedure of the drivetrain (such as rotating gear and ratchet systems, which are typically used to keep the drivetrain in a slow spin state).

[0092] - A dedicated flywheel for correspondingly damping / tuning the torsional behavior of the drivetrain system 1; and / or

[0093] - Continuously variable transmission (CVT).

[0094] More specifically, a ratchet system is a mechanical device that allows rotation or linear movement in only one direction. This system can be associated with the axle box 8 in a manner that allows the shaft to rotate in one direction while preventing backward movement. This ensures efficient power transmission and protects the system from potential damage due to reverse rotation.

[0095] A torque limiter (TLD) is designed to protect a system from excessive torque. A torque limiter typically includes a shear pin (not shown) or other mechanical components designed to disconnect the drive from the driven load when the torque exceeds a preset limit. This disconnection prevents damage to mechanical components by avoiding the transmission of excessive force that could lead to mechanical failure.

[0096] Under normal operating conditions, the torque limiter allows torque to be transmitted between connected components, such as flanges or couplings. When the torque exceeds a specified threshold, a shear pin or equivalent component breaks, thereby disengaging the driving force from the driven component. This action effectively protects the connected equipment by preventing the transmission of potentially destructive torque levels.

[0097] In the hybrid powertrain system 1, a torque limiter device protects the system assembly 32 during operation. Assembly 32, which includes various connecting components such as flanges, couplings, and rotating parts, is susceptible to damage from torque spikes or excessive forces. The torque limiter device protects these components from damaging forces.

[0098] The torque limiter device can be applied to the internal connector of the first connecting flange 83, the second connecting flange 84, or the active rotating device 8, as a protective mechanism.

[0099] The auxiliary drive shaft is an integral component of the power transmission system. It helps distribute power from the power source to the various components of the system. Within the axle box 8, the auxiliary drive shaft can be housed and connected to various mechanical components, thereby facilitating power transmission between them.

[0100] The torque pulsation measurement system is designed to accurately measure changes in torque generated by the power source. It can help identify any inconsistencies in system performance and assist in preventative maintenance. The measurement system can be located near the axle box 8 to monitor the torque transmitted through the shaft.

[0101] Vibration probes are sensors used to measure vibrations in mechanical systems. These probes can be strategically placed around the axle housing 8 to monitor and measure any vibrations that may indicate potential problems or irregularities in the operation of the mechanical components within the housing 8.

[0102] The additional instruments mentioned may include, for example, speed pickup sensors and vibration probes, which can be used to monitor various aspects of system operation. These sensors may be placed in or around the shaft housing 8 to measure the speed of shaft rotation within the housing, as well as any vibrations that may indicate operational problems.

[0103] A torque limiter (TLD) is a protective device that limits the torque transmitted in a drive system by sliding when the torque demand exceeds a preset value. This device can be part of the axle box assembly and is connected to the drive shaft. This prevents any excessive complexity in the shaft system design, thus protecting the system from potential damage due to overload.

[0104] The mechanical pump can be connected to the first transmission connector 71 and the second transmission connector 72 via a special mechanical connector in the shaft box 8.

[0105] The rotating gear prevents rotor thermal bending and accelerates the restart procedure of the hybrid powertrain 1. It can be housed within the axle box 8 and connected to the first transmission coupling 71 and the second transmission coupling 72. Together with the ratchet system, this gear keeps the hybrid powertrain 1 in a slow-spinning state, thereby reducing thermal bending and promoting rapid restart.

[0106] A dedicated flywheel can be housed within the axle box 8 and connected to the first transmission coupler 71 and the second transmission coupler 72. The flywheel can be used to dampen and / or tune the torsional behavior of the hybrid powertrain system 1, thereby assisting in the stability and efficiency of the system.

[0107] A continuously variable transmission (CVT) is a type of automatic transmission that can seamlessly change gear ratios within a continuous range. This device can be integrated into a gearbox and connected to a driveshaft, thus providing variable transmission capacity to the drivetrain system and ensuring optimal operating efficiency.

[0108] The functional rotating device 8 (i.e., the axle box) is slidably removable. It is designed to optimize space configuration and maintenance accessibility. The functional rotating device 8 can be removed laterally relative to the axle arrangement, thus providing a convenient method for accessing internal components during maintenance operations.

[0109] By defining the removal plane to outline the removal process, radial separation is allowed. This radial removal may involve lifting device 8, thereby enhancing the system's compactness and modularity. This configuration significantly reduces space requirements and simplifies maintenance procedures, providing a streamlined and efficient approach to equipment handling and repair.

[0110] The hybrid powertrain system 1 according to the first embodiment operates as follows.

[0111] When the gas turbine 2 is operating, torque can be transmitted to the compressor 3 via the clutch housing 5. The two clutch sections 521 and 522 can be disengaged, thus preventing torque transmission to the compressor 3. When clutch sections 521 and 522 are engaged, torque can be transmitted from the gas turbine 2 to the compressor 3. Then, the first drive coupling 41 and the second drive coupling 42 are connected according to, for example, the rotation arrow R (see...). Figure 1 Rotate.

[0112] The compressor 3 is connected to the motor 6 via another transmission assembly 7. In this case, the active function rotating device 8 allows torque to be transmitted from the gas turbine 2 or from the motor 6.

[0113] The motor 6 can operate as an auxiliary device to provide torque to the compressor 3, or as a generator to convert excess power generated by the gas turbine 2 that is not needed by the compressor 3 into electrical energy, for example, by injecting it into the power grid, to which the motor 6 can be connected.

[0114] If the compressor 3 requires maintenance or has been damaged, as a first step, the active function rotating device 8 is removed. More specifically, the first drive coupling 71 and the second drive coupling 72 are disconnected from the first connecting flange 83 and the second connecting flange 84, respectively.

[0115] Furthermore, the first drive coupling 71 and the second drive coupling 72 are also removed, allowing the compressor assembly 32 to slide along the removal direction U to be removed from the associated housing 31. The operator can then easily maintain the compressor 3, and specifically the parts of the compressor assembly 32.

[0116] exist Figure 5A , Figure 5B , Figure 5C and Figure 5D The order in which compressor kit 32 was removed is shown in the diagram. Figure 6 The sequence of maintenance methods is also shown.

[0117] In this disclosure, Figure 5A The compressor 3 is shown in its standard operating configuration, with the axle box 8 installed. This is the default configuration of the hybrid power system 1 during normal operation, where the axle box 8 provides support and proper alignment between the compressor 3 and the drive assembly.

[0118] exist Figure 5B In, it is shown Figure 6 A detailed illustration of step 91 of method 9 shows the disassembly of the first transmission coupling 71 and the second transmission coupling 72. This disassembly step allows for the subsequent removal of the axle housing 8. Care must be taken during this step to ensure the integrity of transmission couplings 71 and 72 for future reassembly.

[0119] Figure 5C Corresponding to Figure 6 The maintenance method 9 shown illustrates step 92, and visually represents the process of removing the axle housing 8. Using appropriate tools and techniques, the axle housing 8 is removed in the direction indicated by arrow E1. This removal process exposes the compressor assembly 32 and facilitates its subsequent removal.

[0120] Corresponding to Figure 6 Step 93 of the extraction method 9 shown Figure 5D The installation of rail 85 and removal bracket 86 is shown. This step is crucial for providing a reliable and safe way to remove compressor assembly 32. Rail 85 is installed along the desired removal path, and removal bracket 86 is placed on the rail, ready to receive and move compressor assembly 32.

[0121] According to another aspect of this disclosure, housing 31 includes a removal opening 33. This opening is designed to allow removal of compressor assembly 32. Compressor assembly 32 can be removed through this opening during maintenance or replacement procedures.

[0122] After removing the compressor assembly 32, additional steps are performed as part of the described method. This includes the installation of the rail system. The rail 86 is installed corresponding to the removal opening of the compressor housing 31. This allows for the smooth removal and replacement of the compressor assembly 32.

[0123] Furthermore, a take-out bracket 86 is placed on the installed rail 85. The bracket 86 is designed to support and transport the compressor assembly 32. The use of the rail 85 and the bracket system 86 ensures the safe and efficient handling of the compressor assembly 32, thereby minimizing the risk of damage and facilitating the maintenance and replacement process. This implementation further contributes to the overall efficiency of the hybrid powertrain system, thereby improving its service life and reliability.

[0124] In some implementations, the compressor kit 32 can be removed in different ways, such as using a crane system: this may involve using an overhead crane, a jib crane, or a mobile crane. The compressor kit 32 can be attached to the crane using slings, chains, or other forms of securing attachments. The crane can then lift the compressor kit and move it to the desired location.

[0125] In other embodiments, a roller conveyor system can be installed. This system would include a series of rollers spaced at regular intervals. The compressor kit 32 can then be placed on these rollers and smoothly transported to its new location. Using a roller conveyor allows for quick and easy movement of the compressor kit 32.

[0126] In other embodiments, a forklift can be used to move the compressor kit 32, or a pneumatic or hydraulic jack system can be used. In the latter case, the system would involve using jacks to lift the compressor kit 32 from its mounting fittings onto a movable platform or skid. The compressor kit 32 can then be moved to its new location on that platform.

[0127] In another embodiment, a robotic manipulator can be used to handle the removal of compressor assembly 32. This system would offer high precision and a reduced risk of damage. This could be particularly advantageous in environments where compressor assembly 32 is large, heavy, or located in hard-to-reach locations.

[0128] The chosen method will depend on several factors, such as the size and weight of the compressor kit, the layout of the facility, cost, and safety considerations.

[0129] Finally, in step 94 of method 9... Figure 6 In this process, the compressor assembly 32 is removed using the removal bracket 86, which is taken out along arrow E2. The bracket 86, which moves along the track 85 on wheels 861, efficiently removes the compressor assembly 32 from its initial position.

[0130] Then, the compressor assembly is arranged in a wider space A on the bracket 86 between the housing 31 of the compressor 3 and the motor 6, making maintenance operations easier.

[0131] In summary, the disassembly method 9 of the hybrid powertrain system 1 includes the following steps: disassembling the first and second drive couplings (71 and 72, as depicted in step 91), removing the axle box 8 (as shown in step 92), installing the rail 85 and the removal bracket 86 (as shown in step 93), and removing the compressor assembly 32 using the removal bracket 86 (as shown in step 94).

[0132] Repair method 9 is summarized, and the following steps are shown:

[0133] - Step 91: Disassemble the first transmission connector 71 and the second transmission connector 72;

[0134] -Step 92: Remove the axle box 8 in the direction indicated by arrow E1;

[0135] -Step 93: Install the rail 85 and remove the bracket 86;

[0136] - Step 94: Remove the compressor kit 32 using the removal bracket 86 that moves along the track 85 on the wheels 861.

[0137] Following disassembly step 91 and removal step 92, once the active function rotating device 8 has been disconnected and removed, the next step involves safely storing the removed device in a predetermined location. This storage location is selected to ensure the protection of the device, thereby maintaining its integrity for potential future reinstallation.

[0138] The track 86 is installed in a manner that ensures smooth and precise movement of the compressor assembly 32. This ensures that the compressor assembly 32 can move safely and efficiently without causing damage or excessive stress to any component.

[0139] In method 9, the removal of compressor assembly 32 requires special care to avoid any potential damage or misalignment. This operation includes first disconnecting compressor assembly 32 from any remaining connections to other systems. Careful and precise disconnection is necessary to maintain the integrity of both compressor assembly 32 and the systems to which it is connected.

[0140] After disconnection, the movement of compressor assembly 32 along track 85 is controlled to prevent any damage. This movement is closely monitored and controlled to avoid any sudden displacement or accidental collision. To ensure precise positioning and smooth transport, the system can utilize optical position sensors (not shown). These sensors provide real-time feedback on the position and movement of compressor assembly 32, allowing adjustments as needed to maintain a safe and controlled removal process.

[0141] The advantage of the disclosed solution is that there is available space for compressor 3, which allows for easy maintenance.

[0142] Another advantage of this disclosure is the ability to integrate a torque limiter (TLD) device to avoid over-design of the shaft system, and to integrate specialized instruments to simplify the design of rotating equipment items.

[0143] While various aspects of the invention have been described with reference to specific embodiments, it will be apparent to those skilled in the art that numerous modifications, variations, and omissions are possible without departing from the spirit and scope of the claims. Furthermore, unless otherwise specified herein, the sequence or order of any process or method steps may be altered or rearranged according to alternative embodiments.

[0144] Reference has been made in detail to embodiments of this disclosure, one or more of which are illustrated in the accompanying drawings. Each example is provided by way of interpretation and not limitation of this disclosure. Indeed, it will be apparent to those skilled in the art that various modifications and variations can be made to this disclosure without departing from its scope or substance. Throughout this specification, references to “one embodiment” or “some embodiments” mean that a particular feature, structure, or characteristic described in connection with an embodiment is included in at least one embodiment of the disclosed subject matter. Therefore, the phrases “in one embodiment” or “in some embodiments” appearing in various places throughout this specification do not necessarily refer to the same embodiment. Furthermore, in one or more embodiments, a particular feature, structure, or characteristic may be combined in any suitable manner.

[0145] When describing the elements of various embodiments, the articles “a,” “the,” and “the” are intended to mean that one or more of the elements are present. The terms “comprising,” “including,” and “having” are intended to be inclusive and mean that additional elements may be present in addition to those listed.

Claims

1. A hybrid powertrain system (1), the hybrid powertrain system comprising: Compressor (3), the compressor being torque driven; Gas turbine (2), the gas turbine being used to generate the driving torque for driving the compressor (3); Main drive assembly (4), which is used to transmit the torque from the gas turbine (2) to the compressor (3); Motor (6); and Another transmission assembly (7) is used for the mechanical connection between the motor (6) and the compressor (3); The other transmission component (7) is characterized in that it comprises: Active rotating device (8), which is removable. A first transmission coupling (71), one end of which is mechanically connected to the compressor (3), and the other end of which is mechanically and removably connected to the active function rotating device (8), and A second transmission connector (72) is mechanically and removably connected at one end to the active function rotating device (8) and at the other end to the motor (6).

2. The hybrid powertrain system (1) according to the preceding claim, wherein the active function rotating device is an axle box (8).

3. The hybrid powertrain system (1) according to the preceding claim, wherein the active function rotating device (8) is movable in a plane parallel to the ground, the hybrid powertrain system is arranged on the ground, or the active function rotating device is movable radially such that the active function rotating device (8) can be lifted.

4. The hybrid powertrain system (1) according to any one of claims 2 or 3, wherein the axle box (8) comprises: The housing (81) houses the active rotating device (8). Base (82), the base being used to support the receiving shell (81), and A first connecting flange (83) and a second connecting flange (84), the first connecting flange being removably connected to the first transmission connector (71) of the other transmission assembly (7), and the second connecting flange being removably connected to the second transmission connector (72) of the other transmission assembly (7).

5. The hybrid powertrain system (1) according to claim 4, wherein the axle box (8) further comprises a set of monitoring sensors for monitoring the operation of the active function rotating device (8) housed in the housing (81).

6. The hybrid powertrain system (1) according to claim 5, wherein the monitoring sensor is selected from the group consisting of a temperature sensor, a pressure sensor, a vibration sensor and a speed sensor.

7. The hybrid powertrain system (1) according to any one of the preceding claims, wherein the active function rotating device (8) includes a torque limiter device (TLD).

8. The hybrid powertrain system (1) according to the preceding claim when dependent on claim 4, wherein the torque limiter device is applied to the first connecting flange (83) and / or the second connecting flange (84).

9. The hybrid powertrain system (1) according to any one of claims 7 or 8, wherein the active function rotating device (8) includes an internal connector, and the torque limiter device is applied to one of the connectors of the active function rotating device (8).

10. The hybrid powertrain system (1) according to any one of the preceding claims, wherein the active function rotating device (8) comprises one or more of the following devices: - Ratchet system; - Auxiliary drive shaft; -Speed ​​pickup device; -Torque pulsation measurement system; - One or more vibration probes; - Mechanical pump; - Gears of the rotating device; - A dedicated flywheel for correspondingly damping / tuning any torsional behavior of the drivetrain system (1); and / or - Continuously variable transmission (CVT).

11. The hybrid powertrain system (1) according to any one of the preceding claims, wherein the compressor (3) comprises: Casing (31), and A compressor assembly (32) is housed within the housing (31) and is removable from the housing (31).

12. The hybrid powertrain system (1) according to the preceding claim, wherein the distance between the compressor (3) and the motor (6) is ( The length of the compressor assembly (32) is proportional to the longitudinal length of the compressor assembly (32).

13. The hybrid powertrain system (1) according to any one of the preceding claims, wherein the motor (6) is configured to operate as an electric motor to transmit torque to the compressor (3) and as a generator to receive torque from the compressor (3).

14. The hybrid powertrain system (1) according to any one of the preceding claims, wherein the main drive assembly (4) comprises: A clutch housing (5), the clutch housing including a housing (51) and a clutch (52), the clutch being disposed within the housing (51); A first transmission coupling (41), one end of which is mechanically connected to the gas turbine (2) and the other end of which is mechanically connected to the clutch housing (5); and A second transmission connector (42) is mechanically connected at one end to the clutch housing (5).

15. The hybrid powertrain system (1) according to the preceding claim, wherein the clutch (52) includes a first clutch input section (521) connected to the first drive coupling (41) and a second clutch output section (522) connected to the second drive coupling (42).

16. The hybrid powertrain system (1) according to any one of the preceding claims. The housing (31) of the compressor (3) has a removal opening (33), from which the compressor assembly (32) is removed, and The hybrid powertrain system (1) further includes: Track (85), which can be installed correspondingly to the removal opening (33) of the housing (31) of the compressor (3), and Remove the bracket (86), which is slidably movable on the track (85).

17. The hybrid powertrain system (1) according to any one of the preceding claims, wherein the ratio between the distance (A) between the compressor (3) and the motor (6) and the longitudinal length of the compressor assembly (32) is between 1.2 and 1.8, preferably 1.

5.

18. A method (9) for repairing a hybrid powertrain system (1), wherein the hybrid powertrain system (1) comprises: A compressor (3) is torque-driven, wherein the compressor (3) includes a housing (31) and a compressor assembly (32) housed within the housing (31), wherein the compressor assembly (32) is removable from the housing (31). A gas turbine (2) is used to generate the driving torque to drive the compressor (3). The main drive assembly (4) is used to transmit the torque from the gas turbine (2) to the compressor (3). Motor (6), Another transmission assembly (7) is used to mechanically connect the motor (6) and the compressor (3), wherein the other transmission assembly (7) includes an active function rotating device (8), a first transmission coupler (71) and a second transmission coupler (72), one end of the first transmission coupler is mechanically connected to the compressor (3) and the other end is mechanically and removably connected to the active function rotating device (8), and one end of the second transmission coupler is mechanically and removably connected to the active function rotating device (8) and the other end is mechanically connected to the motor (6). The active rotating device is a shaft box (8), which includes: a housing (81) in which the active rotating device (8) is housed; a base (82) for supporting the housing (81); a first connecting flange (83) removably connected to a first transmission coupling (71) of the other transmission assembly (7); and a second connecting flange (84) removably connected to a second transmission coupling (72) of the other transmission assembly (7); and The method (9) includes the following steps: Disassemble (91) the first transmission connector (71) and the second transmission connector (72); Remove (92) the active function rotating device (8); Remove (94) compressor kit (32).

19. The method (9) according to the preceding claim. The housing (31) of the compressor (3) has a removal opening (33) through which the compressor assembly (32) can be removed. Following the removal (92) step, the following additional steps are performed: mounting (93) the rail (85) corresponding to the removal opening (33) of the housing (31) of the compressor (3); and placing the removal bracket (86) on the rail (85), and The removal (94) step includes a sub-step using the removal bracket (86) that moves along the track (85).

20. The method (9) according to any one of claims 18 or 19, wherein the removal (92) of the active function rotating device (8) comprises disconnecting the mechanical connection between the active function rotating device (8) and the first transmission coupling (71) and the second transmission coupling (72).

21. The method (9) according to the preceding claim, the method further comprising the step of storing the removed active function rotating device (8) in a predetermined location for later reinstallation.

22. The method (9) according to any one of claims 18 to 21, wherein the track (86) is aligned and fixed to ensure smooth and precise movement of the compressor assembly (32).

23. The method (9) according to any one of claims 18 to 22, wherein the removal (94) of the compressor assembly (32) comprises the following steps: Disconnect the compressor kit (32) from any remaining connections to other systems; as well as The movement of the compressor assembly (32) along the track (85) is controlled by an optical position sensor to prevent any damage.

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