CN112078772B - Hybrid power system of marine internal combustion engine and fuel cell and control method thereof - Google Patents
Hybrid power system of marine internal combustion engine and fuel cell and control method thereof Download PDFInfo
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- CN112078772B CN112078772B CN202010886324.5A CN202010886324A CN112078772B CN 112078772 B CN112078772 B CN 112078772B CN 202010886324 A CN202010886324 A CN 202010886324A CN 112078772 B CN112078772 B CN 112078772B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
- B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
- B63H2021/205—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type the second power unit being of the internal combustion engine type, or the like, e.g. a Diesel engine
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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Abstract
The invention discloses a hybrid power system of a marine internal combustion engine and a fuel cell and a control method thereof, wherein the hybrid power system comprises an internal combustion engine power generation assembly, a fuel cell assembly, a storage battery pack, a bus, a driving motor assembly, a power coupling device, a propeller, direct current electric equipment and alternating current electric equipment, and electric energy generated by the internal combustion engine power generation assembly and the fuel cell assembly is output to the bus; the storage battery pack is connected with the bus; the bus respectively provides electric energy for the driving motor assembly, the direct current electric equipment and the alternating current electric equipment; the driving motor assembly drives the propeller to rotate through the power coupling device. Has the advantages that: the invention improves the fuel economy of the whole power system; the power generation efficiency and the energy recovery rate of the fuel cell assembly are improved. Realizing the stable control of the air input of the fuel cell; the electric valve is controlled by using an iterative learning control algorithm, so that accurate and rapid gas supply to the fuel cell under different working conditions is realized.
Description
Technical Field
The invention relates to a hybrid power system for a ship and a control method thereof, in particular to a hybrid power system of a marine internal combustion engine and a fuel cell and a control method thereof, belonging to the technical field of hybrid power.
Background
Since the beginning of 2010, purely electric and hybrid ships have steadily grown, mainly under the influence of the requirement to reduce the emission of nitrogen oxides, sulfur oxides and particulate matter in multiple Emission Control Areas (ECAs) close to the local coastline. To meet emissions requirements, ship operators have mainly turned to low sulfur fuels, such as lng, installing scrubbers, and installing electric motor hybrid systems. Among them, the hybrid power system of the ship is gradually paid attention from various manufacturers as a way to effectively reduce the emission. The hybrid power system of the ship combines fuel and electric power together, and realizes stable power output according to different working conditions and different requirements.
Most of the existing ship hybrid power systems are formed by mixing an internal combustion engine and a power battery, and the conversion efficiency of the hybrid systems still depends on the conversion efficiency of the internal combustion engine due to the low coupling degree of the internal combustion engine and the power battery. In the prior art, the fuel conversion efficiency of the internal combustion engine is generally about 30%, and a large amount of heat is discharged through tail gas and cannot be effectively utilized, so that the thermal efficiency of the whole engine is low.
In recent years, the application of hydrogen-oxygen fuel cells for ships is more and more extensive, and the current mainstream hydrogen supply scheme of the fuel cells mainly comprises hydrogen cylinder storage and hydrogen production by a hydrogen production machine, wherein the hydrogen cylinder storage cannot meet the requirement of high-power ships in terms of energy density, the hydrogen production machine adopts hydrogen storage energy sources for reforming hydrogen production, the reaction temperature is about 200-; meanwhile, the oxyhydrogen fuel cell air compressor also has large energy loss during operation, and the problems need to be solved urgently. Therefore, energy is consumed in the reforming hydrogen production process and the fuel cell working process, and the energy utilization rate of the whole hydrogen-oxygen fuel cell is low.
Disclosure of Invention
The purpose of the invention is as follows: aiming at the problems in the prior art, the hybrid power system of the marine internal combustion engine and the fuel cell and the control method thereof are provided, which can meet the requirement of frequent high-load and high-power working conditions in ships, improve the fuel economy and reduce the emission.
The technical scheme is as follows: a hybrid power system of a marine internal combustion engine and a fuel cell comprises an internal combustion engine power generation assembly, a fuel cell assembly, a storage battery pack, a bus, a driving motor assembly, a power coupling device, a propeller, direct current electric equipment and alternating current electric equipment, wherein the internal combustion engine power generation assembly comprises at least two groups of internal combustion engine power generation units which are mutually connected in parallel, each internal combustion engine power generation unit comprises an internal combustion engine body, a generator and a high-voltage rectification module, the internal combustion engine body drives the generator, and electric energy generated by the generator is rectified by the high-voltage rectification module and then is output to the bus; the fuel cell assembly comprises at least two groups of fuel cell power generation units which are connected in parallel, each fuel cell power generation unit comprises a fuel cell body and a fuel cell transformer, and electric energy generated by the fuel cell body is transformed by the fuel cell transformer and then is output to the bus; the storage battery pack is connected with the bus; the bus respectively provides electric energy for the driving motor assembly, the direct current electric equipment and the alternating current electric equipment; the driving motor assembly comprises at least two groups of motor driving units which are connected in parallel, each motor driving unit comprises a driving motor and a motor controller, and the driving motors drive the propellers to rotate through the power coupling devices.
The invention adopts the internal combustion engine power generation assembly and the fuel cell assembly as power sources, collects and uniformly distributes the generated electric energy to respectively provide electric energy for the direct current electric equipment and the alternating current electric equipment, realizes the charge and discharge of the storage battery according to different running working conditions of the ship, and improves the electrification degree of the system. The fuel cell assembly and the storage battery are used as power supplement of the power generation assembly of the internal combustion engine, and the internal combustion engine can run in a high-efficiency area for a long time, so that the heat efficiency is improved, and the fuel economy of the whole power system is improved.
At least two groups of motor driving units connected in parallel drive the propellers to work through the power coupling device, flexible operation of ship power is achieved, fuel consumption is reduced, 10-30% of fuel can be saved, and fuel economy of the whole ship can be improved.
Preferably, in order to improve the energy utilization rate of the internal combustion engine, the internal combustion engine power generation assembly and the fuel cell assembly are simultaneously connected with a fuel supply system, and the fuel supply system comprises a methanol tank, an internal combustion engine fuel pump, a fuel cell fuel pump and a methanol reformer; the internal combustion engine fuel pump is used for conveying the methanol in the methanol tank to the internal combustion engine body, the fuel cell fuel pump is used for conveying the methanol in the methanol tank to the methanol reformer, and the hydrogen generated by the methanol reformer enters the anode of the fuel cell body; the exhaust pipe of the internal combustion engine body is connected with a first impeller, the first impeller is connected with a first booster turbine, the methanol reformer is heated after the tail gas of the internal combustion engine body is collected, the first impeller is driven to rotate, the first booster turbine is driven to rotate by the first impeller, and the compressed air generated by the first booster turbine is conveyed to the cathode of the fuel cell body; the exhaust pipe of the fuel cell body is connected with a second impeller, the second impeller is connected with a second booster turbine, the tail gas generated by the fuel cell body drives the second impeller to rotate, the second impeller drives the second booster turbine to work, and the compressed air generated by the second booster turbine is conveyed to the cathode of the fuel cell body.
According to the invention, methanol is used as a uniform basic fuel, so that the storage and management are more convenient, the energy recovery is carried out on the waste heat of the tail gas of the internal combustion engine body and the potential energy of the exhaust gas, the potential energy of the tail gas of the fuel cell body is simultaneously recovered, the recovered heat energy is used for heating the methanol reformer, and the recovered potential energy is used for providing compressed air for the cathode of the fuel cell body, so that the energy utilization rate of the power generation assembly of the internal combustion engine and the fuel cell assembly is improved.
Preferably, for further improvement fuel cell module's generating efficiency and energy recovery rate, be equipped with double-shaft motor and synchronizer between second impeller and the second pressure boost turbine, the second impeller passes through synchronizer and is connected with double-shaft motor one end, the double-shaft motor other end is connected with the second pressure boost turbine, when the double-shaft motor rotational speed is greater than the second impeller rotational speed, the second impeller passes through synchronizer and double-shaft motor separation, and when double-shaft motor rotational speed less than or equal to second impeller rotational speed, the second impeller passes through synchronizer and double-shaft motor meshing, and the rotation of second impeller drive double-shaft motor and then the work of drive second pressure boost turbine.
The second booster turbine driven by the tail gas generated by the double-shaft motor and the fuel cell body simultaneously serves as the boosting supplement of the first booster turbine driven by the internal combustion engine power generation assembly, and when the compressed air generated by the first booster turbine cannot meet the demand of the cathode compressed air of the fuel cell body, the second booster turbine is started; the method comprises the steps that firstly, tail gas generated by a fuel cell body is recycled to drive a second booster turbine to generate compressed air, when the tail gas generated by the fuel cell body drives the compressed air generated by the second booster turbine to still meet the demand of the cathode compressed air of the fuel cell body, a double-shaft motor is started, the double-shaft motor directly drives the second booster turbine to work, and under the action of a synchronizing device, a second impeller is separated from the double-shaft motor, so that the influence on the fuel cell body is avoided.
Preferably, in order to accurately control the amount of compressed air entering the cathode of the fuel cell body, a first air flow meter, an electric valve and a second air flow meter are arranged at the cathode inlet of the fuel cell body, the first air flow meter measures the cathode air inflow of the fuel cell body, the electric valve is communicated with the outside atmosphere, the second air flow meter is positioned at the front end of the electric valve in the main pipeline, and the electric valve adjusts the cathode air inflow of the fuel cell body. The total amount of the generated compressed air is measured by the second air flow meter, the control of the amount of the compressed air entering the cathode of the fuel cell body is realized by controlling the opening degree of the electric valve, and the amount of the compressed air entering the cathode of the fuel cell body can be measured by the first air flow meter.
Preferentially, in order to realize the driving of the tail gas generated by the double-shaft motor and the fuel cell body to the second booster turbine at the same time without influencing each other, the synchronizing device comprises an inner meshing ratchet wheel, a connecting disc, a wedge block, a pawl, a hinge shaft, a return spring and a balancing weight, the inner meshing ratchet wheel is fixedly connected with the second impeller, and the connecting disc is connected with the shaft of the double-shaft motor; the wedge blocks are uniformly distributed on the inner ring of the inner meshing ratchet wheel, the pawls are uniformly distributed on the outer ring of the connecting disc along the circumferential direction, and the pawls are meshed with the wedge blocks in a one-way manner; the pawl is hinged to the connecting plate through a hinge shaft, the reset spring is located between the non-meshing end of the pawl and the connecting plate, a balancing weight is installed on the pawl, and the balancing weight is located on one side of the reset spring. The invention automatically realizes the engagement and separation of the synchronizer under the action of centrifugal force and the pull force of the return spring.
Preferably, in order to improve the meshing reliability of the synchronizing device, a limiting boss is arranged in the circumferential direction of the hinge shaft, a limiting groove is arranged in a connecting hole formed by connecting the pawl and the hinge shaft, and the limiting boss swings in the limiting groove.
Preferably, in order to realize charging and discharging of the storage battery pack, a bus switch device is arranged between the storage battery pack and the bus, the bus switch device comprises a discharge diode, a discharge switch, a charge diode and a charge switch, the discharge diode and the discharge switch are connected in series to form a discharge circuit, the charge diode and the charge switch are connected in series to form a charge circuit, and the discharge circuit is connected between the storage battery pack and the bus after being connected in parallel with the charge circuit. When the discharge switch is turned on, the electric energy of the storage battery pack supplies electric energy to the bus through the discharge diode to supplement the power shortage of the power system; when the electric energy is surplus, the charging switch is turned on, and the electric energy in the bus charges the storage battery pack through the charging diode.
Preferably, in order to realize accurate control of the cathode air intake amount of the fuel cell body, the method for controlling the hybrid power system of the marine internal combustion engine and the fuel cell comprises the following steps:
firstly, defining the required air quantity of a fuel cell body working in a high-efficiency area as A, the air flow measured by a second air flow meter at the front end of an electric valve as B, and defining control variables as C = A/B, the opening theta of the electric valve, the expected working condition power P of the fuel cell body and the actual power P;
secondly, establishing a MAP graph of the opening theta of the electric valve, the air flow B and the controlled variable C, wherein the MAP graph is formed by fitting a plurality of discrete points; introducing a power error e = (P-P)/P, and performing iterative learning control on the electric valve;
then, the fuel cell body works under an expected working condition for a long time, and air flow A needs to be provided; acquiring total air flow B measured by a second air flow meter, obtaining opening theta of a corresponding electric valve under expected power through table lookup after C is obtained, obtaining actual power P of a fuel cell body under the working condition through data acquisition, feeding back through whether a power error e meets a target expected value range, performing dichotomy adjustment on the opening theta by taking 1 DEG as indexing, and reducing the power error e by adjusting C;
finally, recording boundary conditions theta, B and C under the working condition, adding the boundary conditions theta, B and C into an MAP (MAP) graph, and supplementing discrete points; and obtaining the control method of the electric valve through multiple iterations of the 3 parameters.
The electric valve is controlled by using an iterative learning control algorithm, so that accurate and rapid gas supply to the fuel cell under different working conditions is realized.
Has the advantages that: 1. the invention adopts the internal combustion engine power generation assembly and the fuel cell assembly as power sources, collects and uniformly distributes the generated electric energy to respectively provide electric energy for the direct current electric equipment and the alternating current electric equipment, realizes the charge and discharge of the storage battery according to different running working conditions of the ship, and improves the electrification degree of the system. 2. The fuel cell assembly and the storage battery are used as power supplement of the power generation assembly of the internal combustion engine, and the internal combustion engine can run in a high-efficiency area for a long time, so that the heat efficiency is improved, and the fuel economy of the whole power system is improved. 3. The parallel motor driving units drive the propellers to work through the power coupling device, flexible operation of ship power is achieved, fuel consumption is reduced, 10-30% of fuel can be saved, and fuel economy of the whole ship can be improved. 4. The second booster turbine driven by the tail gas generated by the double-shaft motor and the fuel cell body simultaneously is used as the boosting supplement of the first booster turbine driven by the internal combustion engine power generation assembly, so that the power generation efficiency and the energy recovery rate of the fuel cell assembly are improved. 5. The invention automatically realizes the engagement and the separation of the synchronizer under the action of centrifugal force and the pulling force of the return spring, and realizes the stable control of the cathode air input of the fuel cell body by switching the driving source of the second booster turbine without pause. 6. The electric valve is controlled by using an iterative learning control algorithm, so that accurate and rapid gas supply to the fuel cell under different working conditions is realized.
Drawings
FIG. 1 is a schematic diagram of the power system of the present invention;
FIG. 2 is a schematic diagram of energy recycling according to the present invention;
FIG. 3 is a schematic diagram of the structure of the engagement state of the synchronization device according to the present invention;
FIG. 4 is a schematic diagram of a structure of a synchronization device in a separated state according to the present invention;
FIG. 5 is a schematic view of the structure of the engagement between the limiting protrusion and the limiting groove of the synchronization device according to the present invention;
FIG. 6 is a schematic view of the structure of the synchronization device of the present invention showing the engagement between the limit protrusions and the limit grooves in a separated state;
fig. 7 is a control schematic diagram of the bus bar switch device of the present invention.
Detailed Description
The invention will be further described with reference to the following figures and specific examples, but the scope of the invention is not limited thereto.
As shown in fig. 1, a hybrid power system of a marine internal combustion engine and a fuel cell comprises an internal combustion engine power generation assembly 1, a fuel cell assembly 2, a storage battery 3, a bus 4, a driving motor assembly 5, a power coupling device 6, a propeller 7, a direct current electric device 8 and an alternating current electric device 9, wherein the internal combustion engine power generation assembly 1 comprises four groups of internal combustion engine power generation units which are connected in parallel, each internal combustion engine power generation unit comprises an internal combustion engine body 11, a generator 12 and a high-voltage rectification module 13, the internal combustion engine body 11 drives the generator 12, and electric energy generated by the generator 12 is rectified by the high-voltage rectification module 13 and then is output to the bus 4;
each high-voltage rectification module 13 rectifies the high-voltage alternating current generated by the generator 12 of the power generation unit to obtain high-voltage direct current, stabilizes the high-voltage direct current into consistent direct current voltage for output, and converges the generated high-voltage direct current together to be output to the high-voltage direct current bus 4 and keeps the voltage of the high-voltage direct current bus 4 consistent with that of the bus 4. The high-voltage inversion module inverts the high-voltage direct current on the direct-current bus 4 into 220V alternating-current voltage and supplies electricity for life in living areas on the steamship.
The fuel cell assembly 2 comprises two groups of fuel cell power generation units which are connected in parallel, each fuel cell power generation unit comprises a fuel cell body 21 and a fuel cell transformer 22, and electric energy generated by the fuel cell body 21 is transformed by the fuel cell transformer 22 and then is output to the bus 4; the storage battery pack 3 is connected with a bus 4; the bus 4 respectively provides electric energy for the driving motor assembly 5, the direct current electric equipment 8 and the alternating current electric equipment 9; the driving motor assembly 5 comprises two groups of motor driving units which are connected in parallel, each motor driving unit comprises a driving motor 51 and a motor controller 52, and the driving motors 51 drive the propellers 7 to rotate through the power coupling devices 6.
And defining all equipment to be in full-load operation when the equipment is started, and adjusting the working conditions of the internal combustion engine power generation assembly 1 and the fuel cell assembly 2 according to different loads, wherein four groups of internal combustion engine power generation units which are connected in parallel and two groups of fuel cell power generation units which are connected in parallel only work in a high-efficiency working condition range.
When the load of the marine system is below 10% of full load, the internal combustion engine power generation assembly 1 and the fuel cell assembly 2 are closed, high-efficiency low-emission power supply is carried out by depending on the storage battery pack 3, the internal combustion engine power generation assembly 1 is preferentially arranged when the electric quantity of the storage battery pack 3 is low in SOC (state of charge), power distribution is carried out on the internal combustion engine power generation assembly 1 according to load required power, the working number of the internal combustion engine power generation units is determined on the basis of preferentially enabling the internal combustion engine body 11 to run in a high-efficiency area, electric energy supply is achieved, at the moment, the internal combustion engine body 11 is located in the high-efficiency area, and the internal combustion engine power generation;
when the system load is 10 to 40 percent of the full load, one internal combustion engine body 11 operates in a high-efficiency area, one fuel cell body 21 also synchronously works in the high-efficiency area, when the system load is less than the supplied power, the storage battery 3 is in a charging state until the electric quantity is sufficient, the fuel cell power generation unit is closed, the internal combustion engine power generation unit and the storage battery 3 are jointly output, when the system load is greater than the supplied power, the working number of the internal combustion engine power generation unit is increased, at the moment, two internal combustion engine bodies 11 and one fuel cell body 21 are in the high-efficiency area, when the storage battery 3 is in the charging state until the electric quantity is sufficient, one internal combustion engine body 11 is closed, and the rest internal combustion engine bodies 11, the fuel cell bodies 21 and the storage battery 3 are jointly output;
when the system load is 40% to 60% of the full load, the two internal combustion engine bodies 11 and the two fuel cell bodies 21 work in a high-efficiency area, when the system load is smaller than the supplied power, the storage battery 3 is in a charging state until the electric quantity is full, one fuel cell body 21 is closed, and the two internal combustion engine bodies 11, the remaining one fuel cell body 21 and the storage battery 3 are jointly output;
when the system load is larger than the supplied power, the three internal combustion engine bodies 11 and the two fuel cell bodies 21 are in a high-efficiency area, the storage battery 3 is in a charging state until the electric quantity is sufficient, one internal combustion engine body 11 is closed, and the rest two internal combustion engine bodies 11, the two fuel cell bodies 21 and the storage battery 3 are jointly output;
when the system load is 60% to 80% of the full load, three internal combustion engine bodies 11 and two fuel cell bodies 21 work in a high-efficiency area, when the system load is smaller than the supplied power, the storage battery 3 is in a charging state until the electric quantity is full, one fuel cell body 21 is closed, the three internal combustion engine bodies 11, the remaining one fuel cell body 21 and the storage battery 3 are jointly output, when the system load is larger than the supplied power, four internal combustion engine bodies 11 and two fuel cell bodies 21 are started to work in the high-efficiency area, when the storage battery 3 is in the charging state until the electric quantity is full, one internal combustion engine body 11 is closed, and the remaining three internal combustion engine bodies 11, two fuel cell bodies 21 and the storage battery 3 are jointly output;
when the system load is 80% to 100% of the full load, the four internal combustion engine bodies 11 and the two fuel cell bodies 21 are in a high-efficiency area, when the system load is smaller than the supplied power, the storage battery 3 is in a charging state until the electric quantity is full, one fuel cell body 21 is closed, the four internal combustion engine bodies 11, the remaining fuel cell body 21 and the storage battery 3 jointly output, when the system load is larger than the supplied power and the required power gradually approaches to the full load, the four internal combustion engine bodies 11, the two fuel cell bodies 21 and the storage battery 3 jointly output, and the four internal combustion engine bodies 11 and the two fuel cell bodies 21 gradually transition to the full power output to meet the load requirement.
The invention adopts the internal combustion engine power generation assembly 1 and the fuel cell assembly 2 as power sources, collects and uniformly distributes the generated electric energy to respectively provide the electric energy for the direct current electric equipment 8 and the alternating current electric equipment 9, realizes the charge and discharge of the storage battery pack 3 according to different running working conditions of the ship, and improves the electrification degree of the system. The fuel cell assembly 2 and the storage battery pack 3 are used as power supplement of the internal combustion engine power generation assembly 1, the internal combustion engine can run in a high-efficiency area for a long time, the heat efficiency is improved, and the fuel economy of the whole power system is improved. The two groups of motor driving units connected in parallel drive the propeller 7 to work through the power coupling device 6, so that the flexible operation of ship power is realized, the fuel consumption is reduced, 10-30% of fuel can be saved, and the fuel economy of the whole ship can be improved.
As shown in fig. 2, in order to improve the energy utilization rate of the whole power system, the internal combustion engine power generation assembly 1 and the fuel cell assembly 2 are simultaneously connected with a fuel supply system 10, and the fuel supply system 10 comprises a methanol tank 101, an internal combustion engine fuel pump 102, a fuel cell fuel pump 103 and a methanol reformer 104; the internal combustion engine fuel pump 102 delivers methanol in the methanol tank 101 to the internal combustion engine body 11, the fuel cell fuel pump 103 delivers methanol in the methanol tank 101 to the methanol reformer 104, and hydrogen gas generated by the methanol reformer 104 enters the anode of the fuel cell body 21; a first impeller 14 is connected to the exhaust pipe of the internal combustion engine body 11, a first turbo 15 is connected to the first impeller 14, the methanol reformer 104 is heated after the exhaust gas of the internal combustion engine body 11 is collected, the first impeller 14 is driven to rotate, the first turbo 15 is driven to rotate by the first impeller 14, and the compressed air generated by the first turbo 15 is delivered to the cathode of the fuel cell body 21; the exhaust pipe of the fuel cell body 21 is connected with a second impeller 23, the second impeller 23 is connected with a second turbo 24, the exhaust gas generated by the fuel cell body 21 drives the second impeller 23 to rotate, the second impeller 23 drives the second turbo 24 to work, and the compressed air generated by the second turbo 24 is delivered to the cathode of the fuel cell body 21.
By adopting methanol as a unified basic fuel, the energy recovery is more convenient for storage and management, the energy recovery is carried out on the residual heat of the tail gas of the internal combustion engine body 11 and the potential energy of the exhaust gas of the fuel cell body 21, the recovered heat energy is used for heating the methanol reformer 104, the recovered potential energy is used for providing compressed air for the cathode of the fuel cell body 21, and the energy utilization rate of the internal combustion engine power generation assembly 1 and the fuel cell assembly 2 is improved.
A double-shaft motor 25 and a synchronizing device 26 are arranged between the second impeller 23 and the second booster turbine 24, the second impeller 23 is connected with one end of the double-shaft motor 25 through the synchronizing device 26, the other end of the double-shaft motor 25 is connected with the second booster turbine 24, when the rotating speed of the double-shaft motor 25 is greater than that of the second impeller 23, the second impeller 23 is separated from the double-shaft motor 25 through the synchronizing device 26, when the rotating speed of the double-shaft motor 25 is less than or equal to that of the second impeller 23, the second impeller 23 is meshed with the double-shaft motor 25 through the synchronizing device 26, and the second impeller 23 drives the double-shaft motor 25 to rotate so as to drive the second booster turbine 24 to work.
The second booster turbine 24 driven by the exhaust gas generated by the double-shaft motor 25 and the fuel cell body 21 simultaneously serves as a boost supplement for the first booster turbine 15 driven by the internal combustion engine power generation assembly 1, and when the compressed air generated by the first booster turbine 15 cannot meet the demand of the cathode compressed air of the fuel cell body 21, the second booster turbine 24 is started; firstly, the tail gas generated by the fuel cell body 21 is recovered to drive the second turbo 24 to generate compressed air, when the tail gas generated by the fuel cell body 21 drives the compressed air generated by the second turbo 24 and cannot still meet the demand of the cathode compressed air of the fuel cell body 21, the double-shaft motor 25 is started, the double-shaft motor 25 directly drives the second turbo 24 to work, and under the action of the synchronizer 26, the second impeller 23 is separated from the double-shaft motor 25, so that no influence is generated on the fuel cell body 21.
The cathode inlet of the fuel cell body 21 is provided with a first air flow meter 27, an electric valve 28 and a second air flow meter 29, the cathode air inflow of the fuel cell body 21 is measured by the first air flow meter 27, the electric valve 28 is communicated with the outside atmosphere, the second air flow meter 29 is positioned at the front end of the electric valve 28 in the main pipeline, and the cathode air inflow of the fuel cell body 21 is adjusted by the electric valve 28. The second air flow meter 29 measures the total amount of the generated compressed air, and the first air flow meter 27 can measure the amount of the cathode compressed air entering the fuel cell body 21 by controlling the opening degree of the electrically operated valve 28 to control the amount of the cathode compressed air entering the fuel cell body 21.
The method for adjusting the cathode air inlet quantity of the fuel cell body 21 by the electric valve 28 comprises the following steps:
firstly, defining the required air quantity when the fuel cell body 21 works in a high-efficiency zone as A, the air flow quantity measured by a second air flow meter 29 at the front end of an electric valve 28 as B, and defining control variables as C = A/B, the opening theta of the electric valve 28, the expected working condition power P of the fuel cell body 21 and the actual power P;
secondly, establishing a MAP graph of the opening theta of the electric valve, the air flow B and the control variable C, wherein the MAP graph is formed by fitting a plurality of discrete points, and the MAP graph is seriously distorted at a position far away from the discrete points because the sectional area change corresponding to the rotation of the electric valve 28 is nonlinear change; introducing a power error e = P-P/P, and performing iterative learning control on the electrically operated valve 28;
then, the fuel cell body 21 works under the expected working condition for a long time, and the air flow A needs to be provided; obtaining the total air flow B measured by the second air flow meter 29, obtaining the opening theta of the corresponding electric valve under the expected power by looking up a table after obtaining C, obtaining the actual power P of the fuel cell body 21 under the working condition through data acquisition, feeding back whether the power error e meets the range of the target expected value, performing dichotomy adjustment on the opening theta by taking 1 ° as indexing, and reducing the power error e by adjusting C;
finally, recording boundary conditions theta, B and C under the working condition, adding the boundary conditions theta, B and C into an MAP (MAP) graph, supplementing discrete points and increasing fitting accuracy; through repeated iteration of the 3 parameters, a large-range and high-accuracy control system of the electric valve 28 can be obtained, accurate and quick response can be realized, the supply of the cathode compressed air quantity of the fuel cell body 21 is ensured, and finally the control method of the electric valve 28 is obtained.
As shown in fig. 3, 4, 5 and 6, the synchronizer 26 includes an internal ratchet 261, a connecting plate 262, a wedge 263, a pawl 264, a hinge shaft 265, a return spring 266 and a weight 267, the internal ratchet 261 is fixedly connected with the second impeller 23, and the connecting plate 262 is connected with the shaft of the two-shaft motor 25; the wedges 263 are uniformly distributed on the inner ring of the inner meshing ratchet wheel 261, the pawls 264 are uniformly distributed on the outer ring of the connecting disc 262 along the circumferential direction, and the pawls 264 are unidirectionally meshed with the wedges 263; the pawl 264 is hinged with the connecting plate 262 through a hinge shaft 265, the return spring 266 is positioned between the non-meshing end of the pawl 264 and the connecting plate 262, a counterweight 267 is installed on the pawl 264, and the counterweight 267 is positioned on one side of the return spring 266.
When the air intake requirement of the fuel cell body 21 is small, namely the rotating speed of the connecting disc 262 is lower than that of the outer internal meshing ratchet wheel 261, the internal meshing ratchet wheel 261 transmits the torque to the connecting disc 262 through the contact of the wedge 263 and the pawl 264, and the second booster turbine 24 is driven by the internal meshing ratchet wheel 261 to intake air to the cathode of the fuel cell body 21; when the cathode intake demand of the fuel cell body 21 is large, that is, the rotation speed of the connecting disc 262 is higher than that of the internally engaged ratchet 261, the pawls 264 circumferentially arranged on the connecting disc 262 rotate about the hinge shafts 265, at this time, the pawls 264 are separated from the wedges 263, and the second turbo 24 is driven by the two-shaft motor 25 as a power source to supply compressed air to the cathode of the fuel cell body 21; wherein, the working mode of the pawl 264 is: a weight block 267 is fixed on the pawl 264 through a weight block mounting hole, the pawl 264 is connected on the pawl 264 through a return spring 266, wherein the weight block 267 has mass m, the rotation speed of the connecting disc 262 is n, so that a centrifugal force F = m × a can be obtained, wherein a = ω 2r =4 Π 2n2r, so that the centrifugal force F =4m Π 2n2r, according to hooke's law, the spring displacement x = F/k, k is an elastic coefficient, x =4m Π 2n2r/k is an adjustment range of the pawl 264 at different weights, namely different rotation speeds, the range meets a limit range of the hinge shaft 265 and the spring is in a stretched state in an initial state, when the rotation speed of the connecting disc 262 is higher, the pawl 264 generates a centrifugal phenomenon under the centrifugal force, the pawl 264 rotates clockwise, the pawl 264 is separated from the wedge 263, the second supercharging turbine 24 is driven by the biaxial motor 25 without affecting the rotation speed of the second impeller 23, after the connecting disc 262 rotates down, the return spring 266 rotates the pawl 264 counterclockwise, so that the pawl 264 contacts the wedge 263 and the torque is transmitted from the second impeller 23 to the second turbo 24 through the flange 40. The device can select different balancing weights 267 according to the rotating speeds of the second impeller 23 of different motors and the rotating speed of the double-shaft motor 25, so that linkage control of two driving power sources is realized, and meanwhile, the priority of the power sources for load driving at different rotating speeds is ensured.
In order to improve the engagement reliability of the synchronizer 26, a limit projection 268 is provided in the circumferential direction of the hinge shaft 265, a limit groove 269 is provided in a connection hole where the pawl 264 is connected to the hinge shaft 265, and the limit projection 268 swings in the limit groove 269.
As shown in fig. 7, a bus bar switch device 41 is provided between the battery pack 3 and the bus bar 4, the bus bar switch device 41 includes a discharge diode 411, a discharge switch 412, a charge diode 413, and a charge switch 414, the discharge diode 411 and the discharge switch 412 are connected in series to form a discharge circuit, the charge diode 413 and the charge switch 414 are connected in series to form a charge circuit, and the discharge circuit is connected in parallel with the charge circuit and then connected between the battery pack 3 and the bus bar 4.
The charging and discharging control mode of the storage battery 3 is as follows: when the storage battery pack 3 is charged, the charging switch 414 is closed, the discharging switch 412 is opened, and the high-voltage direct current power supplied to the bus 4 is used for supplying power to a ship power system and a driving system, and redundant electric quantity is collected into the storage battery pack 3 so as to improve the energy utilization efficiency; when the storage battery pack 3 discharges, the charging switch 414 is opened, the discharging switch 412 is closed, and the storage battery pack 3 supplies power to the driving system, so that the power requirement of the ship is ensured.
The present invention is not limited to the above-described embodiments, and any obvious improvements, substitutions or modifications can be made by those skilled in the art without departing from the spirit of the present invention.
Claims (7)
1. A hybrid power system of a marine internal combustion engine and a fuel cell is characterized in that: the power generation device comprises an internal combustion engine power generation assembly (1), a fuel cell assembly (2), a storage battery pack (3), a bus (4), a driving motor assembly (5), a power coupling device (6), a propeller (7), direct current electric equipment (8) and alternating current electric equipment (9), wherein the internal combustion engine power generation assembly (1) comprises at least two groups of internal combustion engine power generation units which are connected in parallel, each internal combustion engine power generation unit comprises an internal combustion engine body (11), a generator (12) and a high-voltage rectification module (13), the internal combustion engine body (11) drives the generator (12), and electric energy generated by the generator (12) is rectified by the high-voltage rectification module (13) and then is output to the bus (4); the fuel cell assembly (2) comprises at least two groups of fuel cell power generation units which are connected in parallel, each fuel cell power generation unit comprises a fuel cell body (21) and a fuel cell transformer (22), and electric energy generated by the fuel cell body (21) is transformed by the fuel cell transformer (22) and then is output to the bus (4); the storage battery pack (3) is connected with the bus (4); the bus (4) respectively provides electric energy for the driving motor assembly (5), the direct current electric equipment (8) and the alternating current electric equipment (9); the driving motor assembly (5) comprises at least two groups of motor driving units which are connected in parallel, each motor driving unit comprises a driving motor (51) and a motor controller (52), and the driving motors (51) drive the propellers (7) to rotate through the power coupling devices (6); the internal combustion engine power generation assembly (1) and the fuel cell assembly (2) are simultaneously connected with a fuel supply system (10), and the fuel supply system (10) comprises a methanol tank (101), an internal combustion engine fuel pump (102), a fuel cell fuel pump (103) and a methanol reformer (104); the internal combustion engine fuel pump (102) conveys methanol in a methanol tank (101) to the internal combustion engine body (11), the fuel cell fuel pump (103) conveys the methanol in the methanol tank (101) to a methanol reformer (104), and hydrogen generated by the methanol reformer (104) enters the anode of the fuel cell body (21); a first impeller (14) is connected to an exhaust pipe of the internal combustion engine body (11), a first booster turbine (15) is connected to the first impeller (14), exhaust gas of the internal combustion engine body (11) is collected to heat the methanol reformer (104) and drive the first impeller (14) to rotate, the first impeller (14) drives the first booster turbine (15) to rotate, and compressed air generated by the first booster turbine (15) is conveyed to a cathode of the fuel cell body (21); the exhaust pipe of the fuel cell body (21) is connected with a second impeller (23), the second impeller (23) is connected with a second booster turbine (24), the exhaust gas generated by the fuel cell body (21) drives the second impeller (23) to rotate, the second impeller (23) drives the second booster turbine (24) to work, and the compressed air generated by the second booster turbine (24) is conveyed to the cathode of the fuel cell body (21).
2. The hybrid system of a marine internal combustion engine and a fuel cell according to claim 1, characterized in that: a double-shaft motor (25) and a synchronizing device (26) are arranged between the second impeller (23) and the second booster turbine (24), the second impeller (23) is connected with one end of the double-shaft motor (25) through the synchronizing device (26), the other end of the double-shaft motor (25) is connected with the second booster turbine (24), when the rotating speed of the double-shaft motor (25) is larger than that of the second impeller (23), the second impeller (23) is separated from the double-shaft motor (25) through the synchronizing device (26), when the rotating speed of the double-shaft motor (25) is smaller than or equal to that of the second impeller (23), the second impeller (23) is meshed with the double-shaft motor (25) through the synchronizing device (26), and the second impeller (23) drives the double-shaft motor (25) to rotate so as to drive the second booster turbine (24) to work.
3. The hybrid system of a marine internal combustion engine and a fuel cell according to claim 2, characterized in that: the cathode inlet of fuel cell body (21) is equipped with first air flowmeter (27), electric valve (28) and second air flowmeter (29), and the cathode air input of fuel cell body (21) is surveyed in first air flowmeter (27), electric valve (28) and external atmosphere intercommunication, second air flowmeter (29) are located the front end of electric valve (28) in the main pipeline, the cathode air input of fuel cell body (21) is adjusted in electric valve (28).
4. The hybrid system of a marine internal combustion engine and a fuel cell according to claim 2, characterized in that: the synchronizing device (26) comprises an inner meshing ratchet wheel (261), a connecting disc (262), a wedge block (263), a pawl (264), a hinge shaft (265), a return spring (266) and a balancing weight (267), the inner meshing ratchet wheel (261) is fixedly connected with the second impeller (23), and the connecting disc (262) is connected with a shaft of the double-shaft motor (25); the wedge blocks (263) are uniformly distributed on the inner ring of the inner meshing ratchet wheel (261), the pawls (264) are uniformly distributed on the outer ring of the connecting disc (262) along the circumferential direction, and the pawls (264) are meshed with the wedge blocks (263) in a one-way mode; the pawl (264) is hinged with the connecting disc (262) through a hinge shaft (265), the return spring (266) is located between the non-meshing end of the pawl (264) and the connecting disc (262), a balancing weight (267) is installed on the pawl (264), and the balancing weight (267) is located on one side of the return spring (266).
5. The hybrid system of a marine internal combustion engine and a fuel cell according to claim 4, characterized in that: the connecting structure is characterized in that a limiting boss (268) is arranged in the circumferential direction of the hinge shaft (265), a limiting groove (269) is arranged in a connecting hole formed by the pawl (264) and the hinge shaft (265), and the limiting boss (268) swings in the limiting groove (269).
6. The hybrid system of a marine internal combustion engine and a fuel cell according to claim 1, characterized in that: be equipped with bus bar switching device (41) between storage battery (3) and bus (4), bus bar switching device (41) are including discharge diode (411), discharge switch (412), charge diode (413) and charge switch (414), discharge diode (411) and discharge switch (412) are established ties and are formed discharge circuit, and charge diode (413) and charge switch (414) are established ties and are formed charge circuit, the access after discharge circuit and the charge circuit are parallelly connected between storage battery (3) and bus (4).
7. The control method of the hybrid system of the marine internal combustion engine and the fuel cell according to claim 3, wherein the method for adjusting the cathode intake air amount of the fuel cell body (21) by the electrically operated valve (28) comprises the following steps:
firstly, defining the required air quantity when a fuel cell body (21) works in a high-efficiency area as A, the air flow quantity measured by a second air flow meter (29) at the front end of an electric valve (28) as B, and defining control variables as C = A/B, the opening degree theta of the electric valve (28), the expected working condition power P and the actual power P of the fuel cell body (21);
secondly, establishing a MAP graph of the opening theta of the electric valve, the air flow B and the controlled variable C, wherein the MAP graph is formed by fitting a plurality of discrete points; introducing a power error e = (P-P)/P, and performing iterative learning control on the electric valve (28);
then, the fuel cell body (21) works under the expected working condition for a long time, and air flow A needs to be provided; acquiring the total air flow B measured by a second air flow meter (29), obtaining the opening theta of the corresponding electric valve under the expected power by looking up a table after C is obtained, obtaining the actual power P of the fuel cell body (21) under the working condition through data acquisition, feeding back through whether the power error e meets the range of the target expected value, carrying out bisection adjustment on the opening theta by taking 1 DEG as indexing, and adjusting C to reduce the power error e;
finally, recording boundary conditions theta, B and C under the working condition, adding the boundary conditions theta, B and C into an MAP (MAP) graph, and supplementing discrete points; the control method of the electric valve (28) is obtained through a plurality of iterations of 3 parameters.
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| US6978617B2 (en) * | 2004-02-04 | 2005-12-27 | Lockheed Martin Corporation | Power generation system using a combustion system and a fuel cell |
| JP2010105578A (en) * | 2008-10-31 | 2010-05-13 | Panasonic Corp | Movement body provided with high temperature type fuel cell, and power generation system including the same |
| ITMI20121753A1 (en) * | 2012-10-17 | 2014-04-18 | Agatos Green Power Srl | HYDROGEN DEVICE FOR SAILBOATS |
| CN104709456B (en) * | 2015-03-24 | 2017-08-22 | 上海海洋大学 | A kind of series parallel type oil electric mixed dynamic system of tuna long liner |
| EP3346567B1 (en) * | 2017-01-04 | 2020-02-19 | Danfoss Mobile Electrification Oy | An electric power system and a method and equipment for controlling the same |
| DE102017101145A1 (en) * | 2017-01-20 | 2018-07-26 | Torqeedo Gmbh | Device for providing electrical energy for an electrical consumer and / or for charging a battery in a boat |
| CN108639299B (en) * | 2018-03-08 | 2021-08-20 | 哈尔滨工程大学 | Gas-electric series-parallel ship hybrid power system with fuel cell |
| CN109098892B (en) * | 2018-06-25 | 2019-07-09 | 武汉船用电力推进装置研究所（中国船舶重工集团公司第七一二研究所） | A kind of engine combined power system based on alternative fuel |
| KR102093169B1 (en) * | 2019-01-08 | 2020-03-25 | 울산과학기술원 | Propulsion power producing system for ship using carbon dioxide |
| CN111435826B (en) * | 2019-01-15 | 2022-01-11 | 哈尔滨工业大学 | Fuel cell and gas turbine hybrid power system combining solar power generation |
| US10577067B1 (en) * | 2019-01-28 | 2020-03-03 | Ouchi Ocean Consultant, Inc. | Zero emission power generation sailing ship |
| CN110318868A (en) * | 2019-07-12 | 2019-10-11 | 南京盖驰动力科技有限公司 | A kind of control system and its control method of methanol/natural gas flexible fuel engine |
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