Improved hybrid train system configuration

Abstract

A hybrid train system is disclosed. The hybrid train system comprises at least one gas turbine, a compressor, and an electric motor. Between the compressor and the electric motor is an active function rotating device that improves power transmission and supports the power transmission shaft. The active function rotating device is removable and provides space to facilitate maintenance of the compressor. A method for repairing the hybrid train system is also disclosed.

Description

Technical Field

[0001] The present disclosure relates to a hybrid train system configuration for enabling improved maintenance.

Background Art

[0002] Gas turbines are often installed to supply torque to loads such as compressors. Compressors are widely used, for example, in the field of liquefied natural gas and generally in the oil and gas industry. Gas turbines are usually connected to a load, i.e., a compressor, a pump, or any rotating equipment, via a coupling.

[0003] More specifically, referring to liquefied natural gas (LNG) processing, the gas is liquefied by a liquefaction process, and the natural gas is cooled using a refrigeration cycle so as to become a liquid for storage and transportation. To cool the LNG, the refrigerant is cooled by a compressor and then condensed and expanded to remove heat from the natural gas flowing through a heat exchanger. The compressor is a rotating machine usually driven by a gas turbine.

[0004] In recent years, electric machines have also been included in the above layout, achieving a so-called train configuration. More specifically, in such a configuration along an axis, there are a gas turbine, a compressor connected to the gas turbine, and an electric machine connected to the compressor, which are commonly known and are referred to as a hybrid train configuration, a hybrid train system, a hybrid turbo-compressor train, or simply a hybrid train as already described. In such a configuration, the electric machine can have multiple operations. In particular, the electric machine can operate as an electric motor such as a helper that supplies torque to the compressor alternatively when the gas turbine cannot operate, or supplies torque directly to the gas turbine, for example, during a startup phase.

[0005] Electromechanical devices can also act as generators, for example, when a gas turbine generates more power than is normally required by a load, i.e., a compressor. In this case, the power is converted into electrical energy by the electromechanical device and injected, for example, into the public power grid.

[0006] A compressor can typically be made from a casing and a compressor bundle, which is normally located inside the casing during operation. The compressor bundle is a component of the gas compressor and is the heart of the system, as it contains the main components involved in the compression process. The compressor bundle generally includes several components, such as the following: - The impeller / rotor is the component that actually compresses the gas. In a centrifugal compressor, the impeller is attached to a rotating shaft and rotates at high speed to pressurize the gas. - A diaphragm or stator, a stationary component designed to convert the kinetic energy of a gas into pressure energy. - The shaft to which the impeller is coupled, allowing the impeller to rotate. The shaft is typically connected to an electromechanical motor or gas turbine. - A seal and bearing that allows the shaft to rotate freely while preventing gas leakage.

[0007] The compressor bundle is designed to be detachable from the rest of the system to facilitate maintenance and repair. In a process plant, the bundle can be removed from the rest of the machine without having to disassemble the entire compressor and without affecting the process piping.

[0008] In hybrid trains, the available space for maintenance and repair of the compressor bundle is very limited. This type of maintenance work requires the removal or relocation of the electromechanical or gas turbine or the entire compressor casing. This means excessive downtime and high lifting capacity for the customer's crane.

[0009] The first solution to address such technical design problems is to move the compressor away from the electromachine. However, in this case, the coupling connecting the compressor and the electromachine must be longer. This design choice can introduce several problems with resonance and vibration. A coupling that is too long can resonate with operating vibrations, potentially causing the machine to break down and even leading to widespread damage. Recent design trends provide faster machines that require shorter couplings to prevent any resonance risks. Also, longer shafts are heavier, and therefore maintenance becomes more complex, considering the weight that must be handled before maintenance activities can begin.

[0010] In light of the above considerations, it would be highly desirable within the technical field to have a more effectively designed hybrid train that addresses and overcomes the aforementioned challenges. This improved design aims to mitigate the problems conventionally associated with the compact and restrictive placement of compressor bundles.

[0011] Furthermore, it will be greatly appreciated that the maintenance procedures for the compressor bundle can be made easier and simpler. By simplifying the process of accessing, removing, and reinstalling the compressor bundle, routine maintenance can be performed more efficiently and with less complexity.

[0012] Prior art relating to the hybrid train systems disclosed herein includes European Patent No. EP3004601(B1), and Italian Patent Applications Nos. 102022000013801 and 102022000012785, which describe the layouts of the previously disclosed hybrid train systems.

[0013] Relevant prior art includes European Patent Publication EP2917504(A1). The disclosed solution improves gas turbine systems used for mechanical drive applications, particularly for driving compressors in LNG facilities. It addresses the problem of power fluctuations by positioning an electric motor / generator at the end of the turbine opposite the load, improving maintenance access and reducing mechanical stress. This motor / generator supplements power during low turbine output and generates electricity from surplus power. The system simplifies modifications and eliminates the need for a separate starter. It can be applied to both single-shaft and multi-shaft turbines. This solution does not address the arrangement of components to facilitate compressor maintenance. [Overview of the Initiative]

[0014] In one embodiment, the subject matter disclosed herein relates to a hybrid train system comprising a torque-driven compressor, a gas turbine for generating driving torque to drive the compressor, a main transmission assembly for transmitting torque from the gas turbine to the compressor, an electromechanical load, and a further transmission assembly for mechanical connection between the load electromechanical and the compressor. The further transmission assembly comprises an active function rotating device. The further transmission assembly also comprises a first transmission coupling having one end mechanically connected to the compressor and the other end mechanically and detachably connected to the active function rotating device, and a second transmission coupling having one end mechanically and detachably connected to the active function rotating device and the other end mechanically connected to the electromechanical device. The active function rotating device is a shaft box.

[0015] In another embodiment, the subject matter disclosed herein relates to a hybrid train system in which the shaft box comprises a housing casing that houses transmission gears and / or shafts; a base for supporting the housing casing; a first connecting flange detachably coupled to a first transmission shaft of a further transmission assembly; and a second connecting flange detachably coupled to a second transmission coupling of a further transmission assembly.

[0016] In another embodiment, a hybrid train system in which active function rotating equipment includes a torque limiter device is disclosed herein.

[0017] Further aspects of this disclosure relate to a hybrid train system in which a torque limiter device is applied to a first and / or second connecting flange.

[0018] In another embodiment, the subject matter disclosed herein relates to a hybrid train system in which active function rotating equipment comprises internal couplings, and a torque limiter device is applied to one of the couplings of the active function rotating equipment.

[0019] Further aspects of the present disclosure relate to a hybrid train system, wherein the compressor casing has an outlet opening from which a compressor bundle can be removed, and the hybrid train system further comprises a rail that can be installed corresponding to the outlet opening of the compressor casing, and an outlet carriage that is slidably movable on the rail.

[0020] In another embodiment, the subject matter disclosed herein relates to a hybrid train system in which the ratio of the distance between the compressor and the electromechanical unit to the longitudinal length of the compressor bundle is 1.2 to 1.8, preferably 1.5.

[0021] In another embodiment, an active function rotating machine is disclosed herein, comprising one of the following devices: a ratchet system, a secondary transmission shaft, a speed pickup, a torque pulsation measuring system, one or more vibration probes, a torque limiter device (TLD), a mechanical pump, a turning device gear, a dedicated flywheel for appropriately damping / adjusting the torsional behavior of the train system, and / or a continuous variable transmission device (CVT).

[0022] In another embodiment, a compressor comprising a casing and a compressor bundle housed within the casing is disclosed herein. The compressor bundle can be removed from the casing.

[0023] In another embodiment, an electromachine configured to operate as an electric motor to transmit torque to a compressor and as a generator to receive torque from the compressor is disclosed herein. The main transmission assembly also includes a housing case, a clutch box including a clutch disposed within the housing case, a first transmission shaft having one end mechanically connected to a gas turbine and the other end mechanically connected to the clutch box, and a second transmission shaft having one end mechanically connected to the clutch box.

[0024] Furthermore, this specification discloses a clutch comprising a first clutch input section connected to a first transmission shaft and a second clutch output section connected to a second transmission shaft.

[0025] In one aspect, the subject matter disclosed herein relates to a method of repairing a hybrid train system, the method including the steps of disassembling a transmission coupling, removing an active functional rotating device, and removing a compressor bundle. The compressor casing has a removal opening from which the compressor bundle can be removed. After the removing step, there is an additional step of installing a rail corresponding to the removal opening of the compressor casing and placing a removal carriage on the rail, and the removing includes sub-steps of using the removal carriage that moves along the rail.

Brief Description of the Drawings

[0026] Many of the disclosed embodiments of the present invention, and the attendant advantages thereof, will be better understood and more fully appreciated when considered in connection with the accompanying drawings. By referring to the following detailed description of the invention, a more complete understanding will be readily obtained. [Figure 1] A schematic diagram of a hybrid train system according to a first embodiment is shown. [Figure 2] A perspective view of a shaft box according to a first embodiment is shown. [Figure 3] A side view of the shaft box of FIG. 2 is shown. [Figure 4] A front view of the shaft box of FIG. 2 is shown. [Figure 5A] The compressor 3 in a standard operating configuration is shown. [Figure 5B] The disassembly of the first and second transmission couplings is shown. [Figure 5C] The removal of the shaft box is shown. [Figure 5D] The removal of the compressor bundle through the carriage is shown. [Figure 6] A flowchart of a method of repairing a hybrid train system is shown.

Detailed Description of the Invention

[0027] Gas turbines are used to drive loads such as compressors connected via shafts. In recent years, so-called hybrid train systems, which also integrate electromechanical components, have become increasingly popular in the market. In hybrid train systems, the gas turbine drives the compressor, which is itself connected to the electromechanical components via active functional rotating equipment such as a shaft box, improving the operation of the system and providing more space when the compressor bundle is removed from the casing for maintenance or replacement, for example.

[0028] A removable shaft box interposed between the compressor and electromechanical components is integrated into the turbo compressor shaft line to allow for proper support of the compressor-electromechanical connection while simultaneously providing sufficient space for the removal of the compressor bundle. The solution involves lever action and the integration of a torque limiter device (TLD), avoiding over-design of the shaft line (easier coupling design) and dedicated instrumentation (easier rotating equipment item design).

[0029] Referring to the drawings, Figure 1 shows a hybrid train system 1 according to a first embodiment. The hybrid train system 1 generally and broadly comprises a gas turbine 2, a compressor 3 driven by the gas turbine 2, and an electromechanical unit 6.

[0030] The gas turbine 2 includes a gas compressor 21 that can compress air from the environment, and this compressed air is delivered to a combustor 22. In the combustor 22, fuel is added to the airflow to form a fuel / air mixture, which is then ignited. The combustion gas generated in the combustor is delivered to a high-pressure turbine 23, where it partially expands to generate mechanical power. The mechanical power generated by the high-pressure turbine 23 is used to drive the gas generator compressor 21.

[0031] Generally, the operation of the gas turbine 2 is controlled by a gas turbine control unit 24 that adjusts the general functions of the rotating machine. The gas turbine control unit 24 can be an external computer or a programmed or programmable processor mounted on the gas turbine 2.

[0032] The compressor 3 comprises a casing 31 and a compressor bundle 32 housed within the casing 31 during operation. To repair or maintain the compressor 3, it must be removed from the casing 31 in the direction indicated by arrow U.

[0033] Generally, a compressor bundle 32 comprises the main components responsible for the compression process, such as an impeller / rotor that actually compresses the gas, a throttle or stator that converts the kinetic energy of the gas into pressure energy (not shown in detail in the figure), and seals and bearings that allow the shaft to rotate freely while preventing gas leakage. All of these components are interconnected and coupled in a complex manner. As mentioned above, the compressor bundle 32 is represented in Figure 1 by rectangles without distinguishing its components.

[0034] The compressor 3 is connected to the gas turbine 2 by a main transmission assembly 4. The main transmission assembly 4 comprises a first transmission coupling 41 having one end connected to the gas turbine 2, a second transmission coupling 42 having one end connected to the load 3, and a clutch box 5. In the illustrated layout of the hybrid train system 1, the clutch box 5 is connected to the first transmission coupling 41 and the second transmission coupling 42.

[0035] The clutch box 5 schematically shows a clutch input section 521 and a clutch output section 522 that are mechanically connected to the other ends of the main transmission coupling 41 and the second transmission coupling 42, respectively. The clutch input section 521 and the clutch output section 522 are power-transmittingly engageable. The clutch sections 521 and 522 are housed in a housing case 51.

[0036] The clutch box 5 may also include a torque limiting device or TLD 53, schematically shown in the figure, connected between the first transmission coupling 41 and the clutch input section 521 of the clutch 52. The introduction of the torque limiting device 53 avoids over-design of the axis, which could limit the operating range of the hybrid train system 1. In fact, the mass of the torque limiting device 53 stabilizes the main shaft assembly 4. The mass of the torque limiting device 53 replaces the normal mass added to the shaft for shaft stabilization.

[0037] In other embodiments, various other types of torque limiting devices can be used to effectively manage and control the torque level within the system. For example, a torque clicker type can be installed as an alternative. A torque clicker is a unique device that provides a mechanical means of limiting torque, often via a ratchet mechanism. They can be used to limit the rotation of a mechanism to a certain extent and prevent it from rotating indefinitely.

[0038] In addition, other types of torque limiting devices that can be installed include, among others, shear pins, magnetic couplers, or electronic torque limiters. Each of these devices has its own unique operating characteristics, advantages, and disadvantages, and the selection of the device depends on the specific needs and requirements of the hybrid train system 1.

[0039] The hybrid train system 1 also includes an electromechanical unit 6 mechanically connected to an electric motor 3 by a further transmission assembly 7, the further transmission assembly 7 also includes a first transmission coupling 71 such as a shaft, an active function rotating device 8, and a second transmission coupling 72 such as a shaft.

[0040] In the prior art, it is not implicit or obvious that the active rotating gear 8 includes the ability to disconnect the mechanical connections between the active rotating gear 8 and the first transmission coupling 71 and the second transmission coupling 72. Typically, functional rotating gear in existing systems is designed with fixed connections that do not readily accommodate separation without extensive disassembly and specialized tools. This conventional approach often results in increased maintenance time and complexity, as well as a higher risk of damage during disassembly and reassembly.

[0041] Furthermore, prior art does not disclose or suggest a modular design that allows for easy disconnection of the mechanical connections between the rotating equipment 8 and the transmission couplings 71 and 72. Such a feature improves the flexibility and maintainability of the equipment, enabling rapid replacement or maintenance without requiring extensive system downtime.

[0042] As described above, the active functional rotating device 8, which can be embodied by the shaft box, is designed to house and support the rotating shaft, ensuring its proper alignment and smooth operation. This device is essential for maintaining the integrity and efficiency of the rotating system, provides both structural support and easy maintenance, and is removable.

[0043] The functional rotating equipment 8 is configured to be slidably removable, allowing for easy access and maintenance. The removal process can be performed laterally relative to the shaft configuration, facilitating quick and efficient disassembly when maintenance is required. Furthermore, this design allows for radial removal by defining a specific plane, which may involve lifting the equipment and removing it from the system. This design consideration improves the overall compactness and modularity of the system, reduces spatial obstructions, and simplifies maintenance work. The ability to easily remove and repair the shaft box ensures minimal downtime, extends the life of the equipment, and thereby improves the overall reliability and performance of the mechanical system.

[0044] To facilitate maintenance of the compressor 3, the distance between the compressor 3 and the electromachine 6 can be a distance A proportional to the longitudinal length of the compressor bundle 32, i.e., A = 1.5 × the length of the bundle Preferably, such a ratio is between 1.2 and 1.8.

[0045] The electromachine 6 is designed to have multifunctional capabilities, having the ability to operate as both an electric motor and a generator. When functioning as an electric motor, the electromachine 6 provides torque to the compressor 3, thereby driving its operation. On the other hand, when the electromachine 6 operates as a generator, it converts power by converting the energy it receives through a further transmission assembly 7.

[0046] The electromechanical unit 6 is controlled by the electromechanical slave control unit 61. The electromechanical slave control unit 61 is the central component for adjusting and controlling the functions of the electromechanical unit 6, ensuring smooth and efficient performance.

[0047] The electromechanical slave control unit 61 is operably connected to the master control logic unit U, forming an integrated system that provides overall control of multiple components of the hybrid train 1. The master control logic unit U is also operably connected to the gas turbine slave control unit 24, providing unified control of the operation of these components under a unified system.

[0048] The master control logic unit U coordinates the operation of the gas turbine 2 and the electromechanism 6. This coordinated control is particularly important when the electromechanism 6 functions as an energy supply device or generator. By managing the operation of these two components, the master control logic unit U ensures efficient energy use and distribution, thereby optimizing the overall performance of the hybrid train 1.

[0049] The master control logic unit U can be implemented in several ways to achieve the intended operational coordination between the gas turbine 2 and the electromachine 6.

[0050] In one embodiment, the master control logic unit U may be a dedicated microcontroller designed together with the gas turbine slave control unit 24 and the electromechanical slave control unit 61, as described above, particularly for the task of controlling the operation of the gas turbine 2 and the electromechanical unit 6. This dedicated microcontroller can be programmed with a set of algorithms / programs tailored to the specific requirements of the operation of the hybrid train 1, taking into account factors such as energy efficiency, operational safety, and performance optimization.

[0051] In another embodiment, the master control logic unit U may be part of a programmable logic controller (PLC) system. PLCs are often used in industrial environments for process control. Using input and output interfaces that can be directly connected to the gas turbine slave control unit 24 and the electromechanical slave control unit 61, the PLC can be programmed to manage and coordinate the operation of these components based on real-time operational data.

[0052] In a further embodiment, the master 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 electromechanical slave control unit 61 via a standard communication interface, thereby controlling and adjusting the operation of the gas turbine 2 and the electromechanical unit 6 based on a predetermined control method.

[0053] In yet another embodiment, the master control logic unit U may be implemented as a distributed control system (DCS). In this configuration, multiple local controllers distributed throughout the hybrid train 1 can each be responsible for controlling specific aspects of the operation of the gas turbine 2 and the electromechanical unit 6.

[0054] It should be noted that the embodiments described above are merely illustrative, and other implementations of the master control logic unit U can be devised without departing from the scope of the present invention. The specific implementation to be selected will depend on factors such as the specific requirements for the operation of the hybrid train 1, the available resources, and the desired level of control granularity and flexibility.

[0055] In the illustrated embodiment, the load is the compressor 3, but in other embodiments, the load can be something different, such as a pump.

[0056] The active function rotating device 8 is a shaft box for facilitating torque and power transmission.

[0057] The shaft box 8 is a mechanical assembly designed to support and enclose a further transmission assembly 7 within the hybrid train system 1. It performs several important functions in the operation of the hybrid train system 1, including load bearing, alignment, and protection.

[0058] The shaft box 8 is designed to withstand the mechanical stress imposed by the rotation of the further transmission assembly 7 and the forces transmitted through it. Typically, it is made from a high-strength material such as steel or an alloy.

[0059] The shaft box 8 may also include an alignment assembly, such as a set of bearings or bushings (not shown), which allows the drive shaft to rotate freely while maintaining precise alignment. This feature minimizes friction and wear, improves efficiency, and reduces the possibility of drive shaft failure.

[0060] The shaft box 8 may also incorporate a sealing system to protect against the leakage of contaminants and lubricants used inside the shaft box 8 itself. The sealing system may comprise a series of gaskets, O-rings, or mechanical seals, depending on the specific requirements of the application.

[0061] It should be noted that the design and features of the shaft box 8 may vary depending on the specific requirements of the hybrid train system 1. The detailed description provided herein is intended to be illustrative rather than exhaustive, and variations of this design may be conceived by those skilled in the art without departing from the scope of this disclosure.

[0062] Specifically, referring to Figures 2 and 3, one embodiment of the shaft box 8 as an active function rotating device is shown. The shaft box 8 comprises a housing casing 81 that houses the transmission gear and the above components, and a base 82 including mounting points or brackets that allow it to be securely fixed to the structure of the hybrid train system 1. These mounting points may also be designed to absorb vibrations and reduce noise. The base 82 supports the housing casing 81. The shaft box 8 also comprises a first connecting flange 83 for coupling with a first transmission coupling 71 of a further transmission assembly 7, and a second connecting flange 84 for coupling with a second transmission coupling 72 of a further transmission assembly 7.

[0063] In some embodiments, the base 82 includes a set of adjustable mounts to allow the position of the housing casing 81 to be adjusted relative to the compressor 3 and the electromachine 6.

[0064] In other embodiments, the shaft box 8 further comprises a set of monitoring sensors for monitoring the operating conditions of the active functional rotating equipment 8 housed within the housing casing 81.

[0065] The monitoring sensor is selected from the group consisting of temperature sensors, pressure sensors, vibration sensors, and rotational speed sensors.

[0066] The first connecting flange 83 and the second connecting flange 84 are detachably coupled to the first transmission coupling 71 and the second transmission coupling 72 of a further transmission assembly 7, respectively.

[0067] In other embodiments, the active rotating equipment 8 may incorporate additional devices to improve power transmission between the compressor 3 and the electromachine 6. Specifically, the following devices may be incorporated into the shaft box 8. - Ratchet system. - Auxiliary transmission shaft. - Torque pulsation measurement system. - One or more vibration probes. - Additional instrumentation (e.g., speed pickup, vibration probe). - A torque limiter device (TLD) that enables the avoidance of excessive complexity in train shaft line design. - A mechanical pump via a dedicated mechanical connection to the main shaft. The pump means that it will have less impact on the new lubricant console, which is expected whenever the implementation form of the hybrid solution is achieved with existing units (brownfield solution). - Turning device gears to prevent rotor warping due to heat and to speed up the train restart procedure (such as turning gears and ratchet systems commonly used to maintain the train in a low-speed rotation state). - A dedicated flywheel for appropriately damping / adjusting the torsional behavior of the train system (1), and / or - Continuously Variable Transmission (CVT).

[0068] More specifically, a ratchet system is a mechanical device that allows rotation or linear motion in only one direction. This system can be associated with a shaft box 8 so as to allow the shaft to rotate in one direction and prevent backward movement. This ensures efficient power transmission and protects the system from potential damage due to reverse rotation.

[0069] Torque limiter devices (TLDs) are designed to protect a system from excessive torque. A torque limiter device typically comprises a shear pin (not shown) or other mechanical component designed to disconnect the drive unit from the driven load when the torque exceeds a preset limit. This disconnection prevents damage to the mechanical component by avoiding the transmission of excessive force that could lead to mechanical failure.

[0070] Under normal operating conditions, a torque limiter allows torque to be transmitted between connected components such as flanges or couplings. When the torque exceeds a specified threshold, the shear pin or equivalent component breaks, releasing the device from the driven component. This action effectively protects the connected equipment by preventing the transmission of potentially damaging torque levels.

[0071] In the hybrid train system 1, the torque limiter device protects the system bundle 32 during operation. The bundle 32, which includes various connecting components such as flanges, couplings, and rotating equipment, is susceptible to damage from torque spikes or excessive forces. The torque limiter device makes it possible to protect these components from damaging forces.

[0072] The torque limiter device can be applied to the first connecting flange 83, the second connecting flange 84, or the internal coupling of the active function rotating equipment 8, and acts as a protective mechanism.

[0073] The auxiliary transmission shaft is a component of the power transmission system. It helps distribute power from the power source to various components of the system. In relation to the shaft box 8, this auxiliary transmission shaft is housed within the box 8 and can connect various mechanical components, facilitating power transmission between them.

[0074] The torque pulsation measuring system is designed to accurately measure fluctuations in torque generated by a power source. It can help identify any discrepancies in system performance and assist in preventative maintenance. This measuring system can be positioned near the shaft box 8 to monitor the torque transmitted through the shaft.

[0075] Vibration probes are sensors used to measure vibrations in mechanical systems. These probes can be strategically positioned around the shaft box 8 to monitor and measure any vibrations that may indicate potential problems or irregularities in the operation of the mechanical components within the box 8.

[0076] The additional instrumentation mentioned may include, for example, speed pickup sensors and vibration probes that can be used to monitor various aspects of the system's operation. These sensors may be placed inside and around the shaft box 8 to measure the speed at which the shaft is rotating within the box, and any vibrations that may indicate operational problems.

[0077] A torque limiter device (TLD) is a protective device that limits the torque transmitted in the drivetrain by slipping when the torque requirement exceeds a preset value. This device can be part of a shaft box assembly and can be connected to the transmission shaft. This prevents excessive complexity in the shaft line design and protects the system from potential damage due to overload.

[0078] The mechanical pump can be connected to the first transmission coupling 71 and the second transmission coupling 72 via dedicated mechanical connections within the shaft box 8.

[0079] The turning device gear can prevent thermal bending of the rotor and speed up the restart procedure of the hybrid train 1. It is housed in the shaft box 8 and can be connected to the first transmission coupling 71 and the second transmission coupling 72. This gear, together with the ratchet system, can keep the hybrid train 1 in a low-speed rotation state, reduce thermal bending and facilitate quick restarts.

[0080] A dedicated flywheel is housed within the shaft box 8 and can be connected to the first transmission coupling 71 and the second transmission coupling 72. The flywheel can dampen and / or regulate the torsional behavior of the hybrid train system 1, thereby contributing to the system's stability and efficiency.

[0081] A continuously variable transmission (CVT) is a type of automatic transmission that can seamlessly change the gear ratio over a continuous range. This device is integrated within a shaft box 8 and connected to the transmission shaft, providing the train system with variable transmission capability and ensuring optimal operating efficiency.

[0082] The functional rotating device 8, i.e., the shaft box, is slidably removable. It is designed to optimize spatial configuration and maintenance accessibility. This functional rotating device 8 can be removed laterally relative to the shaft configuration, providing a convenient way to access internal components during maintenance work.

[0083] The removal process is generalized by defining a plane of removal, enabling radial detachment. This radial detachment may involve lifting the equipment 8, thereby improving the system's compactness and modularity. Such a configuration significantly reduces the spatial burden, simplifies maintenance procedures, and provides a streamlined and efficient approach to equipment handling and servicing.

[0084] The hybrid train system 1 according to the first embodiment described above operates as follows.

[0085] When the gas turbine 2 is operating, torque can be transmitted to the compressor 3 by the clutch box 5. The two clutch sections 521 and 522 of the clutch can be separated and therefore do not transmit torque to the compressor 3. When the clutch sections 521 and 522 are engaged, torque can be transmitted from the gas turbine 2 to the compressor 3. The first transmission coupling 41 and the second transmission coupling 42 rotate, for example, according to the rotation arrow R (see Figure 1).

[0086] The compressor 3 is connected to the electromachine 6 by a further transmission assembly 7. In this case, the active function rotating equipment 8 enables the transmission of torque from the gas turbine 2 or the electromachine 6.

[0087] The electromachine 6 can operate as a helper that provides torque to the compressor 3, or as a generator that converts surplus power generated by the gas turbine 2 and not required by the compressor 3 into electrical energy that can be injected into a power grid to which the electromachine 6 can be connected.

[0088] If the compressor 3 requires maintenance or is damaged, the first step is to remove the active function rotating equipment 8. More specifically, the first transmission coupling 71 and the second transmission coupling 72 are disconnected from the first connecting flange 83 and the second connecting flange 84, respectively.

[0089] Furthermore, the first transmission coupling 71 and the second transmission coupling 72 are also removed, and as a result, the compressor bundle 32 can slide along the removal direction U and be removed from the associated casing 31. The operator can then easily maintain the compressor 3, specifically the components of the compressor bundle 32.

[0090] Figures 5A, 5B, 5C, and 5D show the removal sequence of the compressor bundle 32. Figure 6 shows the maintenance procedure sequence.

[0091] In this disclosure, Figure 5A shows the compressor 3 in a typical operating configuration with the shaft box 8 installed. This is the default configuration of the hybrid system 1 when it is operating normally, and the shaft box 8 provides support and proper alignment between the compressor 3 and the transmission assembly.

[0092] Figure 5B shows a detailed diagram of step 91 of method 9 in Figure 6, illustrating the disassembly of the first transmission coupling 71 and the second transmission coupling 72. This disassembly step allows for the subsequent removal of the shaft box 8. During this step, care is taken to ensure the integrity of the transmission couplings 71 and 72 for future reassembly.

[0093] Figure 5C corresponds to step 92 of repair method 9 shown in Figure 6 and visually illustrates the process of removing the shaft box 8. Using appropriate tools and techniques, the shaft box 8 is removed in the direction indicated by arrow E1. This removal process allows for the exposure of the compressor bundle 32 and facilitates its subsequent removal.

[0094] Figure 5D, corresponding to step 93 of the extraction method 9 shown in Figure 6, shows the installation of the rail 85 and the extraction carriage 86. This step is important to provide a reliable and safe means for extracting the compressor bundle 32. The rail 85 is installed along the desired extraction path, and the extraction carriage 86 is positioned on it, ready to receive and move the compressor bundle 32.

[0095] According to further aspects of the present disclosure, the casing 31 includes an outlet opening 33. This opening is designed to allow the removal of the compressor bundle 32. Through this opening, the compressor bundle 32 can be removed during maintenance or replacement procedures.

[0096] Following the removal of the compressor bundle 32, additional steps are performed as part of the method described above. These include the installation of a rail system. The rail 86 is provided corresponding to the removal opening of the compressor casing 31. This arrangement facilitates the smooth removal and replacement of the compressor bundle 32.

[0097] Furthermore, a take-out carriage 86 is mounted on the installed rail 85. The carriage 86 is designed to support and transport the compressor bundle 32. The use of the rail 85 and carriage system 86 ensures the safe and efficient handling of the compressor bundle 32, thereby minimizing the risk of damage and facilitating maintenance and replacement processes. This embodiment further contributes to the overall efficiency of the hybrid train system, increasing its operational life and reliability.

[0098] In some embodiments, the removal of the compressor bundle 32 can be operated in different ways, such as with a crane system. This may include using an overhead crane, a jib crane, or a mobile crane. The compressor bundle 32 can be attached to the crane using slings, chains, or other secure fasteners. The crane can then lift the compressor bundle and move it to the desired location.

[0099] In other embodiments, a roller conveyor system can be installed. This system includes a series of rollers installed at regular intervals. The compressor bundle 32 can then be placed on these rollers and smoothly transported to its new position. The use of a roller conveyor allows for the rapid and easy movement of the compressor bundle 32.

[0100] In other embodiments, a forklift may be used to move the compressor bundle 32 or a pneumatic or hydraulic jacking system. In the latter case, the system includes using jacks to lift the compressor bundle 32 from its mounting and place it on a movable platform or skid. The compressor bundle 32 can then be moved to its new position on this platform.

[0101] In additional embodiments, a robotic manipulator can be used to operate the removal of the compressor bundle 32. Such a system provides high precision and reduces the risk of damage. This can be particularly advantageous in environments where the compressor bundle 32 is large, heavy, or located in a hard-to-reach place.

[0102] The method selected depends on several factors, including the size and weight of the compressor bundle, the layout of the equipment, the cost, and safety considerations.

[0103] Finally, in Figure 6 illustrating step 94 of Method 9, the removal of the compressor bundle 32 is achieved using a removal carriage 86 which is removed along arrow E2. The carriage 86, which moves along rail 85 by wheels 861, efficiently removes the compressor bundle 32 from its initial position.

[0104] In this case, the compressor bundle is positioned on the carriage 86 between the casing 31 of the compressor 3 and the electromachine 6 in a larger space A, thereby facilitating maintenance work.

[0105] In summary, the disassembly method 9 of the hybrid train system 1 includes disassembling the first and second transmission couplings (as shown in step 91, 71 and 72), removing the shaft box 8 (as shown in step 92), installing the rails 85 and the take-out carriage 86 (as shown in step 93), and removing the compressor bundle 32 using the take-out carriage 86 (as shown in step 94).

[0106] To summarize repair method 9, the steps are as follows: - Step 91: Step of disassembling the first transmission coupling 71 and the second transmission coupling 72, - Step 92: Remove the shaft box 8 in the direction indicated by arrow E1. -Step 93: Step of installing the rail 85 and the take-out carriage 86, -Step 94: The step of removing the compressor bundle 32 using a removal carriage 86 that moves along rail 85 on wheel 861 is shown.

[0107] Following the disassembly step 91 and the removal step 92, once the active function rotating equipment 8 is detached and removed, the next step includes safely storing the removed equipment in place. This storage location is selected to ensure the protection of the equipment and to maintain its integrity for potential future reinstallation.

[0108] The rail 86 is positioned and secured to ensure the smooth and precise movement of the compressor bundle 32. This ensures that the compressor bundle 32 can be moved safely and efficiently without causing damage or undue stress to any of its components.

[0109] In Method 9, the removal of the compressor bundle 32 requires special care to avoid potential damage or misplacement. This operation first involves the step of disconnecting the compressor bundle 32 from the remaining connections to the other systems. It must be removed carefully and precisely to maintain the integrity of both the compressor bundle 32 and the systems to which it is connected.

[0110] Following the cutting, the movement of the compressor bundle 32 is controlled along the rail 85 to prevent any damage. This movement is strictly monitored and controlled to avoid any sudden shifts or accidental collisions. To ensure accurate positioning and smooth transport, the system may utilize optical position sensors (not shown). These sensors provide real-time feedback on the position and movement of the compressor bundle 32, enabling any adjustments necessary to maintain a safe and controlled removal process.

[0111] The advantages of the disclosed solution are that there is available space for the compressor 3 and that it allows for easy maintenance.

[0112] Another advantage of this disclosure is the possibility of integrating a torque limiter device (TLD) to avoid over-designing the shaft line and dedicated instrumentation to facilitate the design of rotating equipment items.

[0113] While aspects of the present invention have been described in relation to various specific embodiments, it will be apparent to those skilled in the art that many modifications, changes, and omissions are possible without departing from the spirit and scope of the claims. In addition, unless otherwise specified herein, the order or arrangement of any process or method step may be changed or rearranged according to alternative embodiments.

[0114] Detailed references are made to embodiments of this disclosure, and one or more of these examples are illustrated in the drawings. Each example is provided for illustrative purposes only and is not limiting to the disclosure. It will be apparent to those skilled in the art that various modifications and variations can be made to this disclosure without departing from the scope or spirit of the disclosure. Throughout this specification, references to “one embodiment,” “one embodiment,” or “several embodiments” mean that a particular feature, structure, or characteristic described in relation to a particular embodiment is included in at least one embodiment of the subject matter disclosed. Thus, where the phrases “in one embodiment,” “in some embodiment,” or “in several embodiments” appear in various places throughout this specification, they do not necessarily refer to the same embodiment. Furthermore, certain features, structures, or characteristics can be combined in any preferred manner in one or more embodiments.

[0115] When presenting elements of various embodiments, the articles "a," "an," "the," and "said" are intended to indicate that there is one or more of the elements. The terms "comprising," "including," and "having" are intended to be non-exclusive, meaning that additional elements other than those listed may exist.

Claims

1. A hybrid train system (1), A compressor (3) driven by torque, A gas turbine (2) for generating the aforementioned driving torque to drive the compressor (3), A main transmission assembly (4) for transmitting the torque from the gas turbine (2) to the compressor (3), Electrical machinery (6) and, The system further comprises a transmission assembly (7) for the mechanical connection between the electromachine (6) and the compressor (3), The further transmission assembly (7) is A removable active function rotating device (8), A first transmission coupling (71) having one end mechanically connected to the compressor (3) and the other end mechanically and detachably connected to the active function rotating device (8), A hybrid train system (1) is characterized by comprising a second transmission coupling (72) having one end mechanically and detachably connected to the active function rotating device (8) and the other end mechanically connected to the electromachine (6).

2. The hybrid train system (1) according to claim 1, wherein the active function rotating device is a shaft box (8).

3. The hybrid train system (1) according to claim 2, wherein the active function rotating device (8) is movable on a plane parallel to the ground on which the hybrid train system is located, or is movable radially, so that the active function rotating device (8) can be lifted.

4. The aforementioned shaft box (8) is The housing casing (81) in which the active function rotating device (8) is housed, A base (82) for supporting the aforementioned housing casing (81), The hybrid train system (1) according to claim 2 or 3, comprising a first connecting flange (83) detachably coupled to the first transmission coupling (71) of the further transmission assembly (7), and a second connecting flange (84) detachably coupled to the second transmission coupling (72) of the further transmission assembly (7).

5. The hybrid train system (1) according to claim 4, wherein the shaft box (8) further comprises a set of monitoring sensors for monitoring the operating conditions of the active function rotating equipment (8) housed in the housing casing (81).

6. The hybrid train 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 rotational speed sensor.

7. The hybrid train system (1) according to any one of claims 1 to 6, wherein the active function rotating device (8) comprises a torque limiter device (TLD).

8. The torque limiter device is applied to the first connecting flange (83) and / or the second connecting flange (84) in the hybrid train system (1) according to claim 7, as dependent on claim 4.

9. The hybrid train system (1) according to claim 7 or 8, wherein the active function rotating device (8) comprises an internal coupling, and the torque limiter device is applied to one of the couplings of the active function rotating device (8).

10. The active function rotating device (8) is the following device, namely, - Ratchet system, - Auxiliary transmission shaft, - Speed ​​pickup, - Torque pulsation measurement system, - One or more vibration probes, - Mechanical pump, - Turning device gear, - A dedicated flywheel for appropriately damping / adjusting any torsional behavior of the train system (1), and / or - A hybrid train system (1) according to any one of claims 1 to 9, comprising one or more continuously variable transmission devices (CVTs).

11. The compressor (3) is Casing (31) and A hybrid train system (1) according to any one of claims 1 to 10, comprising a compressor bundle (32) housed within the casing (31), wherein the compressor bundle (32) can be removed from the casing (31).

12. The hybrid train system (1) according to claim 11, wherein the distance (A) between the compressor (3) and the electromachine (6) is proportional to the longitudinal length of the compressor bundle (32).

13. The hybrid train system (1) according to any one of claims 1 to 12, wherein the electric machine (6) is configured to operate as an electric motor to transmit torque to the compressor (3) and to operate as a generator to receive torque from the compressor (3).

14. The main transmission assembly (4) is A clutch box (5) comprises a housing case (51) and a clutch (52) disposed within the housing case (51), A first transmission coupling (41) having one end mechanically connected to the gas turbine (2) and the other end mechanically connected to the clutch box (5), A hybrid train system (1) according to any one of claims 1 to 13, comprising a second transmission coupling (42) having one end mechanically connected to the clutch box (5).

15. The hybrid train system (1) according to claim 14, wherein the clutch (52) comprises a first clutch input section (521) connected to the first transmission coupling (41) and a second clutch output section (522) connected to the second transmission coupling (42).

16. The casing (31) of the compressor (3) has an outlet opening (33) from which the compressor bundle (32) can be removed. The aforementioned hybrid train system (1) is A rail (85) which can be installed corresponding to the outlet opening (33) of the casing (31) of the compressor (3), A hybrid train system (1) according to any one of claims 1 to 15, further comprising a take-out carriage (86) that is slidably movable on the rail (85).

17. The hybrid train system (1) according to any one of claims 1 to 16, wherein the ratio of the distance (A) between the compressor (3) and the electromechanism (6) to the longitudinal length of the compressor bundle (32) is between 1.2 and 1.8, and preferably 1.

5.

18. A method (9) for repairing a hybrid train system (1), wherein the hybrid train system (1) is A torque-driven compressor (3), the compressor (3) comprising a casing (31) and a compressor bundle (32) housed within the casing (31), wherein the compressor bundle (32) can be removed from the casing (31), A gas turbine (2) for generating the aforementioned driving torque to drive the compressor (3), A main transmission assembly (4) for transmitting the torque from the gas turbine (2) to the compressor (3), Electrical machinery (6) and, A further transmission assembly (7) for the mechanical connection between the electromachine (6) and the compressor (3), the further transmission assembly (7) comprising: a first transmission coupling (71) having an active function rotating device (8) and one end mechanically connected to the compressor (3) and the other end mechanically and detachably connected to the active function rotating device (8); and a second transmission coupling (72) having one end mechanically and detachably connected to the active function rotating device (8) and the other end mechanically connected to the electromachine (6), the further transmission assembly (7) comprising: The active function rotating device is a shaft box (8), the shaft box (8) comprising a housing casing (81) in which the active function rotating device (8) is housed, a base (82) supporting the housing casing (81), a first connecting flange (83) detachably coupled to the first transmission coupling (71) of the further transmission assembly (7), and a second connecting flange (84) detachably coupled to the second transmission coupling (72) of the further transmission assembly (7), The above method (9) is, Step (91) of disassembling the first transmission coupling (71) and the second transmission coupling (72), The steps include removing the active function rotating device (8) (92), A method comprising the step (94) of removing a compressor bundle (32).

19. The casing (31) of the compressor (3) has an outlet opening (33) from which the compressor bundle (32) can be removed. After the removal step (92), there are additional steps, namely, the step (93) of installing a rail (85) corresponding to the removal opening (33) of the casing (31) of the compressor (3), and the step of placing the removal carriage (86) on the rail (85). The method according to claim 18 (9), wherein the removal step (94) includes a substep of using the removal carriage (86) that moves along the rail (85).

20. The method according to claim 18 or 19 (9), wherein removing the active function rotating device (8) (92) includes 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 according to claim 20 (9), further comprising the step of storing the removed active function rotating device (8) in a predetermined position for later reinstallation.

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

23. Removing the compressor bundle (32) (94) is, The steps include disengaging the compressor bundle (32) from any remaining connections to other systems, The method according to any one of claims 18 to 22 (9), comprising the step of controlling the movement of the compressor bundle (32) along the rail (85) by an optical position sensor to prevent any damage.

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