DE10011601A1 - Propulsion system for ships - Google Patents

Abstract

The system includes at least two rudder propellers (10) driven by synchronous machines excited by permanent magnets. The stator winding of the synchronous machine comprises three bundles for a three-phase alternating current, connected via a power transfer device (14) to a power converter in the ship. The power converter is connected to the ship's power system via power conversion transformers. A control device made of standard modules is provided for each rudder propeller. The power converter may be a line-commutated 12 pulse direct AC converter, connected via three 3-winding power converter transformers to the ship's power system.

Description

The invention relates to a drive device for Ship propeller, with an electric propeller motor, with means that the ship's propeller can be driven, a speed controller, through its output value a torque setpoint or current setpoint via a converter or converter for the electric propeller motor or the ship's propeller is bar, the elect propeller motor according to one of the target speed of the Speed controller corresponding current setpoint with electrical Energy from a diesel generator system with e electrical energy-fed electrical system can be supplied.

Such propulsion devices for ship propellers are common speed-controlled. The output from the speed controller is the setpoint of a current controller of the converter or converter ters and must not change faster than the electrical system the propeller propulsion device dynamically fol can. The dynamic limits for load changes on board grid depend on the diesel generators of the diesel generator filed. Here are the diesel engine and the usual generator of the diesel genes designed as a synchronous generator to be considered separately from each other.

When designing diesel engines for diesel generator systems ships with regard to their load behavior Requirements of the International Association of Classification So cieties (IACS) are taken into account. The dreistu deposited there The current load change diagram applies to today's high loaded diesel engines already significantly in the dynamics of the An drive device for ship propellers. To make matters worse added that the values mentioned there, especially in the upper Performance range nowadays due to insufficient goods often can no longer be achieved. The possible dynamic at  the power output on the diesel engine shaft therefore goes Experience has shown that it returns when the ship is at sea for a long time is.

Another time gradient of Die's power output selmotor, which is not according to IACS or otherwise generally applicable specified depends on the thermal resistance of the Diesel engines. A uniform load change may be a warm diesel engine from 0 to 100% nominal output or from 100% nominal power to 0 only in one of the construction size of the respective diesel engine strongly dependent minimum time. This time gradient may also decrease not be exceeded in sections, because otherwise it would be too Damage to the diesel engine can occur. This explained above Minimum times can be between 10 seconds - with small sizes - and 60 seconds - for large sizes gene.

Inverters with control reactive power, e.g. B. DC link circuit rectifiers, direct converters, converters for DC machines nen u. Like., require a load-dependent reactive power. The This reactive power is generated by the excitation of the synchronous generator of the diesel generator system. The temporal gra serves the load-dependent reactive power of the above Inverters with control reactive power are at the drive unit for ship propellers approx. 15 to 25 times faster than excitation of the synchronous generators of the diesel generator system ge can follow.

If the dynamic limits when propelling ship propellers zen of the diesel engines of the diesel generator system exceeded the frequency of the diesel generator fluctuates location of the on-board electrical system in impermissible sizes. Also are Damage to the diesel engines cannot be excluded, since the Speed control of the diesel generator system regardless of the dynamic limits the frequency of the vehicle electrical system in one permissible range. If the dynamic limits  of the synchronous generators of the diesel generator system the voltage of the vehicle electrical system fluctuates inadmissible sizes.

Therefore, until now, the multi-stage or continuous change the ramp-up times from the speed setpoint and / or from the current should be experimented with during test drives until the propulsion system of the ship's propeller in the die Sel generator system powered by electrical energy board network could be operated satisfactorily. Here was it is often only possible to optimize certain working points. A fixed relationship between the setting options in the regulation of the electric propeller motor and its dyna Mix effects on the diesel generator system in the vehicle electrical system was not there. The time course of the discharge of the Diesel generator system was in control of the drive Direction of the ship's propeller rarely taken into account or adjustable.

The invention has for its object the ge described drive device for ship propellers to further train that the electric propeller motor accelerates can be decelerated, decelerated or electrically braked without that it is in the electrical system or in the area of the diesel genera door system for samples resulting from rapid load changes lemen can come.

This object is achieved by an adaptive Ramp generator solved by means of which the timing of the Current setpoint of a current controller of the converter or converter to the target speed at the speed controller speaking current setpoint taking into account through the electrical system and / or the electrical system with electrical power gies feeding diesel generator system predetermined limit values is controllable.  

In the context of the present application is used as a drive motor for a synchronous generator representative of combustion engines specified a diesel engine. However, it can also to deal with such internal combustion engines that use Diesel, Mari diesel, heavy oil, etc. are operated, including steam or gas turbines are conceivable as drive motors. At a Steam or gas turbines as drive motors have the load areas IACS diagrams are not valid, and the temporal Gradient of the power output lies in another area, which means that for the ramp-up and ramp-down times of the adaptive ramp function generator for the current setpoint of the current regulator times other than those mentioned above apply.

If a ramp-up and ramp-down time of the adaptive ramp-up proportional to the current setpoint of the current controller with the amount of the actual speed of the electric propeller is changeable, it is ensured that the Ramp-up and ramp-down time of the ramp generator for the current setpoint worth after the permissible time loading and unloading of the the on-board electrical system with diesel power supplying electrical energy of the diesel generator system. This will make him is enough that the one of the drive device of the Effective power recorded by the ship's propeller power one from the speed of the electric propeller tors independent ramp-up and ramp-down time.

Preferably in a lower speed range of the elect propeller motor or ship propeller for the Ramp-up and ramp-down times of the adaptive ramp-function generator for the current setpoint of the current controller a minimum high and a minimum ramp-down time specified by the allowable temporal change in the reactive power output from Synchronge Generators of the diesel generator system feeding the vehicle electrical system are dependent.

If the ramp-up and ramp-down times of the adaptive ramp-up ge bers for the current setpoint of the current controller in reverse proportions  tional to the number of on-board electrical systems changing diesel generators of the diesel generator system What is achievable is that of a diesel generator active power consumed by the diesel generator system Operation of the propeller propulsion system ordered converter has independent ramp-up and ramp-down times.

In an expedient embodiment of the invention The propulsion device for ship propellers is the high and the ramp-down time of the adaptive ramp generator for the current setpoint of the current controller depending on the operating state the diesel supplying the electrical system with electrical energy generator system changeable, whereby the different selgenerators of the diesel generator system in different Operating states can be.

If the output value of the Speed controller both directly in the current controller of the changeover or Converter of the electric propeller motor as well the adaptive ramp generator can be entered, its output value via a positive offset step into an upper current value limiting unit of the speed controller and a negative Offset level in a lower current value limiting unit of the Speed controller can be entered is achieved that the rotation number controller in the regulated state to the current controller lead current value to be passed on free of limitations can. Otherwise, it would arise in the electric propeller motor Significant beats that appear in the ship as mechanical Would affect vibrations or structure-borne noise, ins there is a particular risk that the ship's propeller will Cavitation occurs, which in turn damages the ship's propeller and could lead the ship. In the above The procedure is the output of the adaptive ramp-up bers the permissible Dy described and explained above namik of the diesel generators. To create the neces Chen freedom of speed control serve the positive and the negative offset level of the adaptive ramp generator and  the upper and lower current limiting unit of the Speed controller. This makes it possible that the rotation Number controller to the current controller of the converter or converter current setpoint to be forwarded via a "movable window ter "leads within which the speed controller with regard the regulation of the speed is free.

The speed works within this moving window controller with its full dynamic. It therefore occurs in the electrical system to voltage fluctuations because the excitation of the synchronous genera gates of the diesel generator system to the current setpoint can no longer follow. The reactive current on the electrical system side Converter or converter of the drive device of the Ship propellers generate these fluctuations in voltage the reactance of the generator. The size of the offset of the posi tive offset level and the negative offset level and thus the Variation width or the size of the movable window is set so that a resulting wiring system side low reactive current on the reactance of a synchronous generator Diesel generator system generates a voltage drop, which in within the permissible voltage tolerance of the vehicle electrical system lies. As a result, there are no faults, as fast Voltage fluctuations within the permissible voltage range ranz in the on-board network are not critical. Here is the size of the Offsets a function of the speed, the on-board side Power factor from the control of the drive unit device of the ship's propeller or Depends on the converter. The size of the offset is proportional the number of electrical systems that supply the on-board electrical system the diesel generators, since the short circuit power Sk "in Vehicle electrical system also roughly proportional to the number of meals the diesel generators.

In a method according to the invention for controlling an e Electrically driven ship propeller is a target rotation number specified for the ship's propeller and into a stream setpoint for a converter or converter of an electrical  Propeller motor converted from a by means of a die Sel generator system powered electrical system with electrical energy is supplied with the current setpoint under consideration by the on-board electrical system and / or the on-board electrical system electrical energy-feeding diesel general system limit values is controlled.

The are advantageous in the method according to the invention The ramp-up and ramp-down times of the current setpoint are proportional with the amount of the actual speed of the electric propeller tors changed.

Furthermore, it is according to an advantageous embodiment of the method according to the invention possible in a lower Speed range of the electric propeller motor or Ship propellers for the ramp-up and ramp-down times of the Current setpoint depending on the permissible time Change in the reactive power output from synchronous generators Diesel generator plant a minimal high and a minimal To specify the return time.

The ramp-up and ramp-down times of the current setpoint can be reduced by reversed proportional to the number of the electrical system with electri energy generators of the diesel generator system be changed.

Furthermore, it is useful if the high and the back Running time of the current setpoint depending on the operating condition stood the one supplying the electrical system with electrical energy Diesel generator system is changed, being different Diesel generators of the diesel generator plant are located in under different operating conditions.

The current setpoint is advantageously up and down limits by for the current setpoint with the current setpoint changing range of variation with a positive and a negative offset, the positive  and the negative offset is expediently set in this way that a resulting on-board system Reactive current on the reactance of a die synchronous generator sel generator system none outside the permissible voltage tolerance of the vehicle electrical system generated voltage drop.

In the method according to the invention it is possible to change the size positive and negative offset proportional to the An Number of Ge supplying the electrical system with electrical energy to change the generators of the diesel generator system.

By means of the adaptive startup provided according to the invention in cooperation with a Power plant protection not described here, a separation between the behavior of the propulsion system of the ship propellers and the repercussions of this drive unit device assigned converter or converter on the board network enables. Here are the functions of the adaptive Ramp generator unique parameters of the diesel generators assigned to the diesel generator system. These parameters are the manufacturers of the diesel engines or the generators knows. All connectors can then be used based on these parameters for those in the speed control of the electric propeller required additional functions calculated become. This results in be compared to the previously Known procedure in which meshed radio tion was optimized until the ship's propulsion system ran, significant benefits that led to a considerable reduction adornment of the economic effort. The functions the propeller propulsion device are now clear effects on the overall system of the vehicle electrical system assigned. If protective functions of the vehicle electrical system are set only the electrical system is changed, whereas only on the propeller propulsion device settings be carried out as long as protective functions of the vehicle electrical system do not have to intervene.  

By using the adaptive ramp function generator for the current target For converters with control reactive power, the Be powered an electrical system with a relatively low short final performance possible without being inadmissible Voltage fluctuations comes. This results in a considerable amount cher economic advantage, since switchgear for smaller Short-circuit services are cheaper.

In the following, the invention will be described on the basis of an advantageous one Embodiment with reference to the drawing he closer purifies. Show it:

Figure 1 is a schematic representation of the parts of the invention wesentli Chen a propulsion device for ship propellers according to the invention.

Figure 2 is a diagram showing the ramp-up time of the current setpoint taking into account the number of generators supplying an on-board network;

Fig. 3 consecutive startup phase of the current command value spei transmitter at a different number of the vehicle electrical system generators;

Fig. 4 shows the variation range of the current command value with respect to a steady value; and

Fig. 5 shows the range of variation of the propeller drive-side current setpoint with two to four generators in operation.

A drive device shown in Fig. 1 in principle egg nes ship propeller 1 has an electric propeller motor 3 , which is supplied with electrical energy by a diesel generator system 6 via an electrical system 5 and a converter or converter 7 .

The diesel generator system 6 can have a different number of diesel generators. Synchronous generators are usually used here.

The ship propeller 1 is driven by an output shaft 2 of the electric propeller motor 3 .

The electric propeller motor 3 are a speed control 9 and the converter or converter 7 with current control zugeord net, by means of which the speed of the output shaft 2 of the electric propeller motor 3 and thus the speed of the ship's propeller 1 is adjustable.

On the input side, a current controller 8 of the converter or converter 7 receives a current setpoint I * 19 from a speed controller 16 . The current setpoint I * 19 corresponding to a predetermined speed n * 13 is applied to the current controller 8 by the speed controller 16 and also to the input side of an adaptive ramp generator 26 .

On the output side, the adaptive ramp generator 26 has a positive offset stage 30 and a negative offset stage 32 . By means of the two offset stages 30 , 32 , the current setpoint I * 19 is provided with a variation range, with an upper 31 and a lower limit 33 of this variation range being passed on from the output side of the adaptive ramp generator 26 to the output side of the speed controller 16 , at which an upper one Current value limiting unit 17 and a lower current value limiting unit 18 are provided.

The upper current value limiting unit 17 and the lower current value limiting unit 18 result in a variable setting range for the speed controller 16 , within which the current setpoint I * 19 on the output side, which is passed on to the current controller 8 , must remain.

When determining the variation range 26 for the current setpoint according to the limit values specified by the diesel generator system 6 and the on-board electrical system 5 in the adaptive ramp generator 26 . These limit values limit the range of variation within which the current setpoint I * 19 leaving the output side of the speed controller 16 can change. It must be taken into account here that it must be ensured that the electrical system 5 can dynamically follow the electric propeller motor 3 . The dynamic limits in the event of load changes in the vehicle electrical system 5 or the electric propeller motor 3 are highly dependent on the properties of the diesel generator system 6 , the diesel engines and the generators of the diesel generator system 6 , which are usually designed as synchronous generators, to be considered separately.

In the adaptive ramp-function generator 26 , a ramp-up and ramp-down time for the current setpoint I * 19 , which is passed on from the speed controller 16 to the current controller 8 , are specified, the permissible temporal loading and unloading of the load being measured when measuring this ramp-up and ramp-down time Diesel engines of the diesel generator system 6 is taken into account. In order to take account of the calculation, the ramp-up and ramp-down time defined in the adaptive ramp generator 26 changes proportionally with the load of the rotational speed n 15 of the electric propeller motor 3 . It is thereby achieved that the active power consumed by a converter or converter of the drive device has an acceleration and deceleration time that is independent of the speed n 15 of the electric propeller motor 3 .

In a lower speed range of the electric propeller motor 3 , which corresponds approximately to the maneuvering range, a minimum ramp-up and ramp-down time for the current setpoint I * 19 registered in the adaptive ramp generator 26 is taken into account, which changes according to the permissible temporal change in the Reactive power output from the synchronous generators of the diesel generator system 6 aimed.

Furthermore, the ramp-up and ramp-down times for the current setpoint I * 19 registered in the adaptive ramp generator 26 are changed in inverse proportion to the number of diesel generators in the diesel generator system 6 . This ensures that the active power consumed by a diesel generator of the diesel generator system 6 has a ramp-up and ramp-down time that is independent of the operation of the converter or converter 7 . This is illustrated in Fig. 2, which illustrates the course of the current command value without varying portion 29 at a starting time, whereby in only one the vehicle power supply 5 supplying the diesel generator the diesel generator system 6, the course 35, wherein two diesel generators of the course 36, motors with three Dieselgenera the course 37 and with four diesel generators the Ver course 38 sets. In contrast, the course of the current setpoint without variation range 29 is shown in FIG. 3 during a ramp-up period, in which first two, then three and then four diesel generators of the diesel generator system 6 feed electrical energy into the electrical system 5 . If there are only two diesel generators of the diesel generator system 6 feeding into the vehicle electrical system 5 , the current setpoint runs without a variation range 29 as represented by the increase 39 in FIG. 3, with three diesel generators in operation the increase 40 and with four working diesel generators the increase 41 .

In the regulated state, the speed controller 16 must be in a position to be able to carry the current setpoint I * 19 to be passed on to the current controller E3 without restrictions. Otherwise, there are in the electric propeller motor 3 significant beats that affect mechanical vibrations or structure-borne noise sources in the ship and can promote or even trigger cavitation of the ship's propeller 1 . For this reason, the current setpoint I * 19 from the output side of the speed controller 16 , as usual, continues directly into the current controller 8 of the converter or converter 7 of the electric propeller motor 3 . The same current setpoint also goes in parallel to the adaptive Hochlaufge 26th The output side of this adaptive ramp generator 26 thus represents the permissible dynamics of the diesel generators of the diesel generator system 6 explained above. In order to give the speed control of the speed controller 16 nevertheless the required range or freedom, the output value of the adaptive ramp generator 26 goes via the positive offset stage 30 or the negative offset stage 32 to the upper current value limiting unit 17 or the lower current value limiting unit 18 of the speed controller 16 . This makes it possible for the speed controller 16 to conduct the current setpoint I * 19 to be passed on to the current controller 8 of the converter or converter 7 of the electric propeller motor 3 within a variation range which changes with regard to its position and width, with variations resulting from these variations rich quasi a movable window for the current setpoint I * 19 passed by the speed controller 16 to the current controller 8 results. Within this movable window, the speed controller 16 is free when the current setpoint I * 19 is being guided.

Within this quantitatively and in terms of its position changeable variation range or within the above-described movable window, the speed controller 16 works with its full dynamics. This causes voltage fluctuations in the on-board electrical system 5 , since the excitation of the synchronous generators of the diesel generator system 6 there can no longer follow the current setpoint I * 19 as it is passed on to the converter or converter 7 of the electric propeller motor 3 . The on-board network side reactive current from the electric propeller motor 3 assigned converter or converter 7 generates these voltage fluctuations via the reactance of the synchronous generator, which usually results on ships at xd "= 14% to 18%. The size of the positive offset 29 and of the negative offset 29 , as specified by the adaptive ramp generator 26 for the width of the range of variation or of the movable window, is set so that the resulting on-board network-side reactive current generated on the reactance of a generator generates a voltage drop that in in any case lies within the permissible voltage tolerance in the vehicle electrical system 5. Rapid voltage fluctuations within the permissible voltage tolerance in the vehicle electrical system 5 are not critical for its operation. The positive and negative offset 29 is a function of the amount of speed n 15 of the electric propeller motor 3 , since the on-board network power factor from the outside expensive of the electric propeller motor 3 assigned converter or converter 7 depends. Further, the positive and the negative offset 29 proportional to the number of desired feeding in the electrical system 5 synchronous generators of diesel generator system 6, since the short-circuit capacity S k "in the electrical system 5 is also approximately proportional to the number of the feeding into the onboard network 5 synchronous generators of diesel genes ratoranlage 6.

In Fig. 4, the range of variation or the movable window for the current setpoint is shown in relation to a constant value, with the graph 42 showing the range of variation in a diesel generator of the diesel generator system 6 feeding electrical energy into the vehicle electrical system 5 , by the graphs 43 the range of variation for two diesel generators, the graph 44 the range of variation for three working diesel generators and the graph 45 of the variation range for four working diesel generators is shown.

On the other hand, the variation range of the current setpoint I * 19 on the part of the electric propeller motor 3 for two to four diesel generators in operation of the diesel generator system 6 is shown in FIG. It can be seen from this that the width of the variation range or of the movable window increases with the number of working diesel generators of the diesel generator system 6 .

In addition, the ramp-up and ramp-down times of the adaptive ramp generator 26 for the current setpoint I * 19 to be passed on from the speed controller 16 to the current controller 8 of the converter or converter 7 of the electric propeller motor 3 , taking into account the respective operating state of the diesel generators of the vehicle electrical system 5 can be changed with electrical energy-feeding diesel generator system 6 .

Claims (16)

1. Drive device for ship's propeller, with an electric propeller motor ( 3 ), by means of which the ship's propeller ( 1 ) can be driven, a speed controller ( 16 ), through its output value a torque setpoint or current setpoint via a converter or converter 7 for the electrical Propeller motor ( 3 ) or the ship propeller ( 1 ) can be predetermined, with the converter or converter ( 7 ) the electric propeller motor ( 3 ) corresponding to a setpoint speed of the speed controller ( 16 ) corresponding torque setpoint or current setpoint with electrical Energy can be supplied from an electrical system ( 5 ) supplied with electrical energy by means of a diesel generator system ( 6 ), characterized by an adaptive ramp-function generator ( 26 ), by means of which the time adjustment of the current setpoint of a current controller ( 8 ) of the changeover or Converter ( 7 ) to the current setpoint corresponding to the setpoint speed on the speed controller ( 16 ) under contact consideration of limit values predetermined by the on-board electrical system ( 5 ) and / or the diesel generator system ( 6 ) supplying the on-board electrical system ( 5 ) with electrical energy can be controlled. 2. Drive device according to claim 1, in which a ramp-up and ramp-down time of the adaptive ramp-function generator ( 26 ) for the current setpoint of the current regulator ( 8 ) can be varied proportionally with the amount of the actual speed of the electric propeller motor ( 3 ). 3. Drive device according to claim 1 or 2, in which in egg nem lower speed range of the electric propeller motor ( 3 ) or the ship's propeller ( 1 ) for the ramp-up and ramp-down time of the adaptive ramp-function generator ( 26 ) for the current setpoint of the current regulator ( 8 ) a minimum ramp-up and a minimum ramp-down time can be specified, which depend on the permissible temporal change in the reactive power output from synchronous generators of the diesel generator system ( 6 ) feeding the vehicle electrical system ( 5 ). 4. Drive device according to one of claims 1 to 3, in which the ramp-up and ramp-down time of the adaptive Hochlaufge bers ( 26 ) for the current setpoint of the current regulator ( 8 ) vice versa proportional to the number of the electrical system ( 5 ) with electrical energy Generators of the diesel generator system ( 6 ) is changeable. 5. Drive device according to one of claims 1 to 4, in which the ramp-up and ramp-down time of the adaptive Hochlaufge bers ( 26 ) for the current setpoint of the current controller ( 8 ) in dependence on the operating state of the on-board electrical system ( 5 ) with electrical energy Diesel generator system ( 6 ) is changeable. 6. Drive device according to one of claims 1 to 5, in which the desired speed corresponding output value of the speed controller ( 16 ) both directly in the current controller ( 8 ) of the converter or converter ( 7 ) of the electric propeller motor ( 3 ) and in the adaptive ramp function generator ( 26 ) can be entered, the output value of which via a positive offset stage ( 30 ) into an upper current value limiting unit ( 17 ) of the speed controller ( 16 ) and via a negative offset stage ( 32 ) into a lower current value limiting unit ( 18 ) of the speed controller ( 16 ) can be entered. 7. Drive device according to claim 6, wherein the size of the offset of the positive offset stage ( 30 ) and the negative offset stage ( 32 ) is adjustable so that a resultant render on-board network-side reactive current on the reactance of a synchronous generator of the diesel generator system ( 6 ) a span generated voltage drop that is within the allowable voltage tolerance of the electrical system ( 5 ). 8. Drive device according to claim 6 or 7, wherein the size of the offset of the positive offset stage ( 30 ) and the negative offset stage ( 32 ) is proportional to the number of generators of the diesel generator system ( 6 ). 9. A method for controlling an electrically driven ship propeller ( 1 ), in which a set speed for the ship's propeller ( 1 ) is specified and converted into a current setpoint for a converter or converter ( 7 ) of an electric propeller motor ( 3 ) an on-board electrical system ( 5 ) fed by means of a diesel generator system ( 6 ) is supplied with electrical energy, characterized in that the current setpoint is taken into account taking into account the diesel generator system ( 5 ) and / or the electrical system supplying the on-board electrical system ( 5 ) with electrical energy 6 ) predetermined limit values are controlled. 10. The method according to claim 9, wherein the ramp-up and ramp-down time of the current setpoint is changed proportionally with the amount of the actual speed of the electric propeller motor ( 3 ). 11. The method according to claim 9 or 10, in which in a lower speed range of the electric propeller motor ( 3 ) or the ship's propeller ( 1 ) for the ramp-up and ramp-down time of the current setpoint as a function of the permissible temporal change in reactive power output from synchronous generator a minimum ramp-up time and a minimum ramp-down time can be specified for the diesel generator system ( 6 ). 12. The method according to any one of claims 9 to 11, in which the ramp-up and ramp-down time of the current setpoint is changed inversely in proportion to the number of generators of the diesel generator system ( 6 ) that supply electrical power to the electrical system ( 5 ). 13. The method according to any one of claims 9 to 12, in which the high and the return time of the current command value in dependence on the operating state is changed, the on-board network (5) with electric E nergy supplying diesel generator system (6). 14. The method according to any one of claims 9 to 13, wherein the Current setpoint is limited up and down by for the current setpoint changes with the current setpoint Variation range with a positive and a negative Offset can be specified. 15. The method according to claim 14, wherein the positive and the negative offset are set such that a resulting on-board network-side reactive current on the reactance of a synchronous generator of the diesel generator system ( 6 ) does not produce a voltage drop outside the permissible voltage tolerance of the on-board network ( 5 ) . 16. The method according to claim 14 or 15, in which the size of the positive and the negative offset proportional to the number of the electrical system ( 5 ) with electrical energy Ge generators of the diesel generator system ( 6 ) is changed.