Mechanical Drivetrains

of Wind Energy Converter

Chapter 2
Drivetrain variants

University of Applied Sciences Kiel

Prof. Peter Quell

Mechanical Drivetrains / SS2015

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Prof. Peter Quell / University of Applied Sciences Kiel
 2.0 Drivetrain variants
Content

1. Drivetrains at a glance
2. High speed drivetrains
3. Hybrid drives
4. Direct drives
5. Hydraulic drives
6. Building block system
7. Efficiency
8. Costs
9. Assessment
10. Platform strategy

Mechanical Drivetrains / SS2015

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.1
Drivetrains at a glance
In general drivetrains can be differentiated by the following criteria:
• Drivetrains with/without gear box (A, B, C)
• Level of integration of the main components (A1, A2, A3, B1, B2)

Drivetrain

A. High ratio gearbox B. Low ratio gearbox C. Direct Drive

(3-4 gears) (1-2 gears)
- High Speed - - Hybrid -

A1. Modular

A2. Semi-integrated B1. Semi-integrated

A3. Integrated B2. Integrated

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A. High ratio gearboxes (3-4 gears)

Drivetrain Senvion 5M, Source: Senvion SE

Mechanical Drivetrains / SS2015
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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A. High ratio gearboxes (3-4 gears)
- Classical drivetrain concept with high ratio gearbox (ratio i = 90 to 150) and
separate generator
- Generator:
• 1200 und 1800 rpm, depending on the electrical system
• Small, compact and light weight design
• Very high efficiency due to small air gap
• Efficient cooling by internal and external cooling circuit.
• Very good protection (protection class) against environmental influences
- Gearbox:
• Complex design requirements due to many gears:
o Many components (gears, bearings, shaft-hub-connections,..)
o Complex dynamics (many excitation frequencies, ‚soft ‘toothing,..)
• Critical to noise
• Just one lubricant despite unequal conditions in the different gears 5
Mechanical Drivetrains / SS2015
- In general very cost competitive
Prof. Peter Quell / University of Applied Sciences Kiel
due to high competition in the supplier market
 Drivetrain variants
2.2
High speed drivetrains
A1. Modular
Drivetrain with separated rotor bearings (fixed and floating) and entirely accessible
gearbox and generator.
All main components with own housing, own bearing and own cooling circuit.

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
Examples:

Siemens SWT 3.6-120

Senvion 5M, 6M

Mechanical Drivetrains / SS2015

Source: Senvion SE 7
Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
Special type: axle pin mounting

Alstom ECO 100

Source: http:// www.alstom.com (26.06.2015)
Mechanical Drivetrains / SS2015 8
Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
Special type: axle pin mounting

Mechanical Drivetrains / SS2015 9

Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A1. Modular design
Pros and cons:
+ Conservative and well proven concept – low design risk level
+ Each component protected by its own housing, bearing and cooling
+ Very maintenance and service friendly by high accessibility
+ Fast and simple exchange of main components (gearbox, generator)
+ Advantageous supplier situation, high competition
 Many components and interfaces, particularly with regard to bearings and
sealing
 Long drivetrain due to separated components
 Not cost effective due to high number of parts
 Very heavy (assembly, transport, installation), possibly higher costs for tower and
foundation
 High assembly effort and risk (tensing up the drivetrain bearing)

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A2. Semi-integrated design (so-called 3-point-suspension)
• The rotor bearing system is partly integrated in the gearbox. The fixed bearing is
connected to the machine bed, the floating bearing is part of the gearbox.
• Therefor the rotor loads (forces and moments) are transferred through the
housing of the gearbox into the machine bed.
• The separated 2nd bearing housing is not required anymore. The rotor shaft can
be designed much shorter.

Mechanical Drivetrains / SS2015 11

Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A2. Semi-integrated design (so-called 3-point-suspension)
Front rotor bearing (fixed)
Rotor shaft
Elastomeric
Gearbox
bearing

3-point-suspension
Rear rotor bearing (floating) at Nordex N-80,
Source: E.Hau,
Integrated in the gearbox Windkraftanlagen
Mechanical Drivetrains / SS2015
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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A2. Semi-integrated design (so-called 3-point-suspension)
Very popular concept( Senvion,
Nordex, GE, Siemens, Vestas)

Senvion MM82,
Source: Senvion SE

Nordex Gamma 3,
Source: Nordex SE

Vestas V-112,
Mechanical Drivetrains / SS2015
Source: Vestas AS 13
Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A2. Semi-integrated design (so-called 3-point-suspension)
Pros:
+ Most cost-effective concept due to:
• Elimination of the separated 2nd rotor bearing
• Advantageous supplier situation (high competition)
+ Comparative light weight
+ Shorter drivetrain compared to separated components
+ No risks of tensing the drivetrain during assembly
+ Each component protected by its own housing, bearing and cooling
+ Very maintenance and service friendly by high accessibility
+ Well proven concept – low design risk

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A2. Semi-integrated design (so-called 3-point-suspension)
Cons:

 Rotor loads (forces and moments) are transferred through the housing of the
gearbox into the machine bed. May damage the gearbox in case of poor design.
 Elastic coupling between gearbox and generator necessary
 More effort to exchange the gearbox needed – rotor shaft has to be affixed
 Many components and interfaces, particularly with regard to bearings and
sealing (but less than with the separated components concept)

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A3. Integrated design
• Very compact concept – rotor bearing is fully integrated in the gearbox
• No additional rotor shaft, rotor shaft coupling and rotor bearings needed
• Rotor bearing system as classical concept (fixed and floating bearings) or slewing
ring bearing
• The generator is flanged to the gearbox housing or separated

Fuhrländer FL 1500
Source: Fuhrländer
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 Drivetrain variants
2.2
High speed drivetrains
A3. Integrated design

Allgeier WE-10
Source: Molly, Windenergie
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 Drivetrain variants
2.2
High speed drivetrains
A3. Integrated design

Nordex
Source: E.Hau,
Windkraftanlagen

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A3. Integrated design

Vestas V-90
Quelle: Vestas

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.2
High speed drivetrains
A3. Integrated design
Pros and Cons:
+ Well proven concept with classical bearing concept (fixed and floating), but higher
design risk level when using the slewing ring bearing (V-90)
+ Short drivetrain due to integration of the rotor bearing
+ Reduced numbers of mechanical components and interfaces
+ Maintenance friendly due to common lubrication of rotor bearings and gears
+ Cost-effective due to reduced numbers of parts
~ Higher assembly effort
 Service unfriendly due to integration of the components (and integration within
the machine bed
 Reduced supplier market
 Rotor loads partly in the gearbox, might be critical
 Change of gearbox just with disassembly of the rotor

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B. Low ratio gearbox (1-2 gears) - Hybrid -
- Hybrid drives are using a low ratio gearbox (i ~ 6 to 15) and a medium speed generator
- Generator:
• Synchronous generator excited by permanent magnets
• Rotational speed up to 500 rpm
• High efficiency due to relatively small air gap
• Effective generator cooling due to internal and external cooling circuit
• Compared to high speed a medium speed generator is expensive
- Gearbox with 1,5 - 2 gears:
• Reduced number of components (gear pairs, bearings, ..)
• Complex dynamics (many excitation frequencies, ‚soft‘ toothing,..)
• Critical to noise
• Improved lubrication due to reduced numbers of gears
- Higher torque on generator shaft – stronger break system
- Low competition on supplier market – higher costs

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B1. Semi-integrated design
Rotor bearing and gearbox integrated in a single housing. The generator is mounted separately
(often flanged to the gearbox).

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B1. Semi-integrated design
Rotor bearing and gearbox integrated in a single housing. The generator is mounted
separately (often flanged to the gearbox).

Source: Winergy
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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B1. Semi-integrated design

Gamesa 4,5 MW
Quelle: Gamesa

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B1. Semi-integrated design

Vestas V164-8.0 MW

Samsung S7.0-171
Quelle: Samsung Heavy Industries

Mechanical Drivetrains / SS2015

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B1. Semi-integrated design

Samsung S7.0-171
Source: Samsung Heavy Industries

Mechanical Drivetrains / SS2015

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 Drivetrain variants
2.3
Hybrid drive
B1. Semi-integrated design
Mecal concept turbine
Ø200m, Pel.=12 MW, 1050 to., Rotor bearing Ø6m
Source: http://www.mecal.eu (14.04.2014)

Mechanical Drivetrains / SS2015 27

Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B1. Semi-integrated design
Pros and Cons:
+ In combination with separated rotor bearings it is a well-known and proven
concept (higher risk level in combination with a slewing ring bearing)
+ Short length of the drivetrain due to integration of the rotor bearing and
reduction of the gear numbers
+ Reduced number of components and interfaces (rotor bearing, gears)
+ Good protection of the generator due to its own housing, bearings and lubrication
+ Maintenance friendly by common lubrication of rotor bearings and gearbox
 Higher costs for the mid-speed generator. Abstinence of one gear is not
compensating these additional costs.
 Service-unfriendly due to integration within the machine bed
 Limited supplier market - limited competition
 Rotor has to be dismantled in case of gearbox exchange
 Break more expansive due to higher torque level on generator shaft

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B2. Integrated design
Rotor bearing, gearbox and generator integrated in a single housing. In same cases
the housing takes over the function of the machine bed as well (Areva M5000).

Concept Areva M5000

Mechanical Drivetrains / SS2015
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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B2. Integrated design

Areva M5000
Quelle: Areva

Mechanical Drivetrains / SS2015

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B2. Integrated design
Pros and Cons:
+ In combination with separated rotor bearings it is a well-known and proven
concept (higher risk level in combination with a slewing ring bearing)
+ Very short length of the drivetrain due to integration of the rotor bearing, the
generator and reduction of the gear numbers
+ Reduced number of components and interfaces (rotor bearing, gears)
+ Maintenance friendly by common lubrication of rotor bearings and gearbox
~ High assembly effort, higher risks in the assembly process
 Higher costs for the mid-speed generator. Abstinence of one gear is not
compensating these additional costs.
 Very service-unfriendly due to integration of all main components within a single
housing
 Strongly limited supplier market – limited competition
 Rotor has to be dismantled in case of gearbox exchange
 Brake more expansive due to higher torque level on generator shaft
Mechanical Drivetrains / SS2015
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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.3
Hybrid drive
B2. Integrated design

Mechanical Drivetrains / SS2015 SCD 3.0 MW

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Prof. Peter Quell / University of Applied Sciences Kiel Source: http://www.windpacific.com (21.05.2014)
 Drivetrain variants
2.4
Direct drive

Enercon E-40 bis E-126

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
General concepts
In general drivetrains direct drives can be differentiated by the following criteria:
Position of the generator, arrangement of the generator stator and rotor, excitation
of the synchronous generator and the rotor bearing system

Direct drive

Up wind Down wind Centric

generator generator generator

Inside
rotating rotor
Synchronous generator,
Outside separate excited
rotating rotor
Synchronous generator, Separate rotor bearings
permanent excited
Mechanical Drivetrains / SS2015
Slewing ring bearing
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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
Arrangement of the generator
Up wind Centric Down wind

Source: Schaffarczyk, Einführung in die Windenergietechnik

 Rotor loads in the generator  Rotor loads in the generator + Rotor loads oustide of geno
 Deformations critical to the air  Deformations critical to the + Little deformations –
gap air gap uncritical to air gap
 Dismantling the generator  Dismantling the generator  Dismantling the generator
+ Proven rotor bearing + Proven rotor bearing + Proven rotor bearing
+ Simple machine bed  Complex / soft machine bed + Simple / stiff machine bed
+ Short rotor shaft / axle pin + Short rotor shaft - Long / expensive rotor shaft
+ Just 2 bearings - Just 2 bearings - 4 bearings
+ Relatively
Mechanical light weight
Drivetrains / SS2015 - Relatively heavy - Heavy and expensive
Prof. Peter Quell / University of Applied Sciences Kiel 35
 Drivetrain variants
2.4
Direct drive
Arrangement of the generator
Centric

mTorres TWT 1500

Source: mtorres

Mechanical Drivetrains / SS2015

Prof. Peter Quell / University of Applied Sciences Kiel 36
 Drivetrain variants
2.4
Direct drive
Arrangement of the generator
Down wind

GE 4.1-113
Source: GE

Mechanical Drivetrains / SS2015

Prof. Peter Quell / University of Applied Sciences Kiel 37
 Drivetrain variants
2.4
Direct drive
Inside rotating generator-rotor

Enercon E-40 bis E-126

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
Outside rotating generator-rotor

Prinzip Siemens SWT 6.0-154 DD

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 Drivetrain variants
2.4
Direct drive
Outside rotating generator-rotor

Prinzip Vensys 70 (Goldwind)

Mechanical Drivetrains / SS2015
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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
Separate excited Permanent excited
To generate the magnetic field in the The magnetic field in the generator rotor will
generator rotor an exciting current will be be generated by permanent magnets
provided via slip rings

winding

Mechanical Drivetrains / SS2015 Source: F. Klinger, Hochschule für Technik und Wirtschaft des Saarlandes 41
Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
Separate excited – inside rotating generator rotor

Enercon E-126 (7,58 MW)

Source: http://www.enercon.de (05.06.2014)

Mechanical Drivetrains / SS2015 42

Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
Permanent excited – outside rotating generator rotor

Siemens SWT 6.0-154 DD

Mechanical Drivetrains / SS2015 Source: P. H. Lauritsen: Challenges in Wind Power – The Past and the Future
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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
Separate excited
+ Well known and proven concept
+ Simple handling (assembly, service)
due to abstinence of permanent
magnets
- Large generator diameter – high
transportation effort
- Very, very heavy:
- Expensive
- High installation effort
- Eigen frequency requirements
to tower and foundation
- Relative complex winding
- High maintenance slip rings
- High consumption of cupper
Mechanical Drivetrains / SS2015
Prof. Peter Quell / University of Applied Sciences Kiel
Permanent excited
 Limited life cycle experience
 Complex handling (assembly, service,
disassembly) due to permanent
magnets
+ Smaller generator diameter – better
transportation conditions
+ Light to very light (e.g. Siemens):
+ Uncritical Eigen frequency
requirements to tower and
foundation
+ Transportation and installation
- Higher cost level due to high magnet
costs, high fluctuation
+ Simple generator rotor design
+ Maintenance friendly due to
abstinence of slip rings
- High consumption of rare earths
(permanent magnets) and cupper
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 Drivetrain variants
2.4
Direct drive
Source: Enercon
Source: Siemens

Separate excited synchronous generator Permanent excited synchronous

Enercon E-126 generator
Pelectr = 6 MW, rotor-Ø = 126 m Siemens SWT 6.0-154
generator-Ø = ~ 12 m Pelectr = 6 MW, rotor-Ø = 154 m
generator-Ø = ~ 6,5 m
Mechanical Drivetrains / SS2015 45
Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
Separated rotor bearings Slewing ring bearing
Rotor of the wind turbine and rotor of the Rotor of the wind turbine and rotor of the
generator are using the same separated rotor generator are using the same single bearing. This
bearings. Fixed and floating bearing with high slewing ring bearing consists of two taper roller
distance to each other causing more stiffness and bearing. It can bear forces and bending moments.
therefor lower air gap variations.

Source: F. Klinger, Hochschule für Technik und Wirtschaft des Saarlandes

Mechanical Drivetrains / SS2015 46

Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
Separated rotor bearings Slewing ring bearing
+ Well known and proven concept  Quite new design without long-
lasting experience
+ Low speed of the rolling bodies,
simple lubrication  High speed of rolling bodies, oil
lubrication needed – critical to
+ Relative stiff (air gap), depending on
leakage
axle pin or shaft diameter
+ Very stiff (in case of stiff suspension)
- Relative heavy due to 2 separate
bearings und suspension + Very light weight design possible
- No or limited access to the hub via + Very expensive (slewing ring bearing)
shaft or axle pin
+ Easy access to the hub via slewing
ring bearing

Mechanical Drivetrains / SS2015 47

Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
Special design (1):
Separate bearing on axle pin – separate generator bearing

Alstom Haliade 150

Mechanical Drivetrains / SS2015

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Prof. Peter Quell / University of Applied Sciences Kiel Source: Alstom
 Drivetrain variants
2.4
Direct drive
Special design (1):
Separate bearing on axle pin – separate generator bearing

Advantages?
Disadvantages?

Alstom Haliade 150

Source: Alstom
Mechanical Drivetrains / SS2015
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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.4
Direct drive
Special design (2): Generator integrated in the rotor hub

Advantages?
Disadvantages?

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 Drivetrain variants
2.4
Direct drive
Special design (3): Large ring generator
Source: http://www.sway.no (07.04.2014)
Swayturbine
Ø164m, Pel=10MW,
ØGenerator=25m
Weightnacelle=625to.

Advantages?
Disadvantages?

Mechanical Drivetrains / SS2015

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.5
Hydraulic drives
Hydrautrans
Ø185m, 10 MW,
Single stage gearbox,
6 hydraulic pumps,
1 hydraulic motor
i=150
Source:
http://www.hydrautrans.com
(14.04.2014)

Mechanical Drivetrains / SS2015 52

Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.6
Building block system
Drive train concepts
Generator High speed, Hybrid, geared Direct drive
speed: geared

Integration: Modular Semi-integrated Integrated

Rotor 3-point Modular rotor Slewing ring

bearing: suspension bearing bearing

Generator: DFIG Asynchron PM Separate

synchr. excited synchr.

Converter: Partial converter Full converter

Mechanical Drivetrains / SS2015
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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.7
Efficiency
Efficiency of the drivetrain

Different perspectives from

different stakeholders:

THE SWITCH: Manufacturer of

PM-direct drive generators

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 Drivetrain variants
2.7
Efficiency
Efficiency of the drivetrain

F. Klinger: Developer of the

Goldwind (Vensys) WEC with
PM direct drive generators

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Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.7
Efficiency
Efficiency of the drivetrain

GE: After acquisition of

SCANWIND (Developer of
WEC with PM-direct drive
generators)

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 Drivetrain variants
2.7
Efficiency
Efficiency is not efficiency!
Which components are considered?
- Gearbox
- Generator
- Converter
- Transformer
- Cabling (position of the converter in the nacelle or tower bottom)
- Cooling systems and auxiliary equipment
Where is the focus on in the design process?
- Minimizing investment costs
- Optimizing efficiency (energy yield)
- Minimizing transportation effort
- Temperature zone
- ..
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 Drivetrain variants
2.8
Costs
Economical outcome of an onshore WEC
WEC data: P = 3,0 MW, Ø = 110 m, HH = 80 m, geared drivetrain

Economical Costs 55% Investment next slide

outcome (CAPEX)

45% 25%
Operational Operation &
expenses maintenance
(OPEX)
20% Other Windfarm
operational management
Revenue expenses
Land lease

Numbers are just for indication and are varying due Power
to different WEC types, site conditions, project size, consumption
financing,..
Mechanical Drivetrains / SS2015
Insurance and
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others
Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.8
Costs
Investment costs (CAPEX) of an onshore-WEC (without ebit margin)
WEC data: P = 3,0 MW, Ø = 110 m, Hub height = 80 m, geared drivetrain

Cost group Share

Materials 70,0 % Rotor 17,5 % Gearbox 8,5 %

Storage, Assembly 3,5 % Drivetrain 20,0 % Rotor shaft and 3,0 %

bearing
Logistics, Installation 8,0 % Yaw system 1,0 %
Generator 3,5 %
Overhead 8,0 % Machine bed 2,0 %
Converter 3,5 %
Windfarm planning 8,0 % Nacelle cover 1,0 %
(incl. streets) Brake, HS coupling 0,5 %
Control, cabling 2,0 %
Financing 2,5 % Rotor hub 1,0 %
Transformer 3,5 %
Sum: 100 %
Tower, cabling 16,0 %
Foundation 4,0 %
Others 3,0 %
Mechanical Drivetrains / SS2015
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 Drivetrain variants
2.8
Costs
• Different drivetrain concepts are causing different investment costs and
operational expenses.
• Direct drive systems usually with higher investment costs (CAPEX) due to larger
generator with expensive materials (cupper, magnets, electric sheets)
• On the other hand well proven direct drives are causing lower O&M costs (OPEX)
due to less complexity, less moving parts, no oil change
• Taking a decision on a new drivetrain system should be based on a proper
evaluation of all cost factors!

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 Drivetrain variants
2.8
Costs
Cost comparison of different drive train systems by GE
Generator system cost [kEUR]

AEP per cost [kWh/EUR]

System cost includes: PMSG_DD Direct drive, PM synchronous
– generator active material EESG_DD Direct drive, wound rotor synchronous
– generator structural PMSG_1G Hybrid - single gear, PM synchronous
– gearbox (if present) DFIG_1G Hybrid – single gear, wound rotor induction
– converter PMSG_3G High speed – 3 gears, PM synchronous
– other electrical subsystem DFIG_3G High speed – 3 gears, DFIG
SCIG_3G High speed – 3 gears, Squirrel cage induction

Mechanical Drivetrains / SS2015 Source: Upwind –midterm workshop , 09.10.2008, Brussels,

Prof. Peter Quell / University of Applied Sciences Kiel GE global research
 Drivetrain variants
2.9
Assessment
Pros and cons of different drivetrain concepts
Criteria High speed, High speed, Hybrid, PM Direct, Direct, PM
geared, DFIG geared synchronous separate synchr.
asynchronous excited
High efficiency *** ** *** ** * - **
Low costs ** ** - *** * - ** * *
Low weight * * ** * (**) - ***
High availability ** ** ** *** ***
Low service effort * *-** ** **-*** ***
Service friendliness *** *** * *** **
Low design risk level *** *** ** *** *
Grid code capabilities * - ** *** *** *** ***
Environmental friendly *** *** ** **-*** *
(i.e. magnets, cupper)

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 Drivetrain variants
2.9
Assessment
Offshore drivetrain concepts:
Hyundai
5,5 MW
Geared Gamesa Samsung Vestas
medium 5 MW 7 MW 8 MW
speed Areva MingYang Areva
-hybrid- M5000 6 MW M8000

Vestas REpower
V112 5M
Geared
Siemens REpower
high speed 2.3-93 6M
drives Siemens Siemens
3.6-120 4.0-130

Siemens
6 MW
Direct
CSIC Alstom
drive
5 MW 6 MW

3 4 5 6 7 8 9 10
MW
Mechanical Drivetrains / SS2015 Rated Power 63
Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.9
Assessment
Rotor diameter vers. rated power
New concepts, new dimensions

190 Samsung 7 MW
AMSC 10 MW

180 Proven concepts,

Siemens 6.0 DD
170 increased capacity
Rotor diameter D [m]

factor Vestas V-164 8 MW

160
Siemens 4.0-130 Alstom 6.0-150
150
Siemens 3.6-120
140
Senvion 6.2-152
Vestas V-112 3.3 MW
130
Senvion 6.2-126
Vestas V-112 3 MW
120
Areva M5000-135
110
Siemens 3.6-107 Areva M5000-116

1 2 3 4 5 6 7 8 9 10
Mechanical Drivetrains / SS2015
Rated power P [MW]
64
Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrain variants
2.9
Assessment
Rated power per rotor area

Senvion 6.2-126
Areva M5000-116
480
460 1st generation Onshore:
• Vestas V110 2 MW: 210 W/m2
440 • Nordex N-117: 223 W/m2
Power per rotor area [W/m2]

Areva M5000-135
420 • Senvion MM100: 230 W/m2
Siemens 3.6-107
400 2nd generation
380 Vestas V-164 8 MW
Vestas V-112 3.3 MW
360
Alstom 6.0-150 AMSC 10 MW
340 Siemens 3.6-120
Senvion 6.2-152
320
Siemens 4.0-130
Siemens 6.0 DD Samsung 7 MW
300
Vestas V-112 3 MW

1 2 3 4 5 6 7 8 9 10
Mechanical Drivetrains / SS2015 Rated power P [MW] 65
Prof. Peter Quell / University of Applied Sciences Kiel
 Drivetrains
2.10
Platform strategy
• Like in the automotive sector wind turbines are developed as platforms.
• For different type classes different power levels and rotor diameter are offered.
E.g.:
 Senvion 3.4M104: Ø 104m, 3400 kW, TK Ia
 Senvion 3.2M114: Ø 114m, 3200 kW, TK IIa
 Senvion 3.0M122: Ø 122m, 3000 kW, TK IIIa

• A platform allows to use the same component for different turbine sizes (Rotor
hub, pitch system, rotor shaft, rotor bearing, machine bed, yaw system,..)
• Just the rotor blades, tower and gearboxes have to be modified (in the gearbox
often just the high speed gear)

+ Pros:
• Less costs due to higher production numbers
• Higher availability due to extended track record
• Reduced service effort (spare part stocking, training of the service staff)
• Same production lines
• Flexibility at volatile demand
• Lower development costs and time
Mechanical Drivetrains / SS2015
66
Prof. Peter Quell / University of Applied Sciences Kiel